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ETOPS OPERATIONS MANUAL (EOM)

WB/ETOPS/OPS/12

Issue Number: 3

Revision Number: 0

Revision Date: 25 April 2018

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ETOPS OPERATIONS MANUAL

WB/ETOPS/OPS/12

CHAPTER 0: ADMINISTRATION AND

CONTROL OF ETOPS OPERATIONS MANUAL

Issue Nº Rev Nº Authorized By Date Issued Page 2 of 22

3 0 Accountable Manager 25 April 2018


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Table of Contents

FOREWORD ---------------------------------------------------------------------------------------------- 1

0.1 INDEX OF MANUAL CHAPTERS ---------------------------------------------------------- 5

0.2 DOCUMENT CONTROL AND RECORD OF REVISIONS ----------------------------- 5

0.2.1 Document Control, Role and Responsibility -------------------------------------------- 5

0.2.2 List of Effective Pages ---------------------------------------------------------------------- 5

0.3 APPROVAL PAGE ------------------------------------------------------------------------------ 6

0.3.1 Scope ------------------------------------------------------------------------------------------ 6

0.3.2 Purpose ---------------------------------------------------------------------------------------- 6

0.3.3 Authorization --------------------------------------------------------------------------------- 6

0.4 RECORD OF REVISION ----------------------------------------------------------------------- 7

0.5 HIGHLIGHTS OF CHANGE ------------------------------------------------------------------ 8

0.6 LIST OF EFFECTIVE PAGES ---------------------------------------------------------------- 9

0.7 DISTRIBUTION LIST -------------------------------------------------------------------------11

0.8 GLOSSARY OF TERMS & ABBREVIATIONS ------------------------------------------13

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0.1 INDEX OF MANUAL CHAPTERS

CHAPTER Nº

ADMINISTRATION AND CONTROL OF ETOPS OPERATIONS

MANUAL 0

GENERAL 1

REGULATORY COMPLIANCE 2

DECLARED ETOPS FLEET 3

ETOPS OPERATIONAL POLICIES 4

DECLARED ETOPS ROUTES & AREAS OF OPERATIONS 5

FLIGHT PREPARATION & DISPATCH PROCEDURES 6

FLIGHT CONDUCT PROCEDURES 7

MAINTENANCE PROCEDURES 8

TRAINING POLICIES 9

ETOPS OPERATIONS MONITORING 10

SUPPLEMENT: ETOPS EN ROUTE PROCEDURES 11

0.2 DOCUMENT CONTROL AND RECORD OF REVISIONS

Detailed policy on document control and amendment system as applicable to all organization

manuals is documented in Chapter 2 of WB/QSM/CORP/02 Manual.

0.2.1 Document Control, Role and Responsibility

The Director Flight Operations (or his designate) shall be responsible for this manual, its

contents and continued revision of the policies and procedures contained in it.

0.2.2 List of Effective Pages

The List of Effective Pages shall always be updated at each manual revision. The corresponding

revision date shall then be inserted on each row of the affected page in the LEP and on the page

itself within the manual. The list of effective pages shall be used as the primary reference as to

the status of this manual.

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0.4 RECORD OF REVISION

Issue Nº Revision Nº Revision date Incorporated By

1 0 30th June 2016 Gabou T. Marcel

1 1 01st January 2017 Santos Pio

1 2 01st May 2017 Santos Pio

2 0 15th January 2018 Santos Pio

3 0 25th April 2018 Santos Pio

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0.5 HIGHLIGHTS OF CHANGE

The following are the changes made in this issue and revision.

INSERTED

Chapter/

Section

Highlights

Foreword Changed the accountable manager name from Chance Ndagano to Yvonne Manzi

Makolo.

0.3 Changed the accountable manager name from Chance Ndagano to Yvonne Manzi

Makolo.

0.5 Added the highlights of change section.

0.8 Streamlined the abbreviations and acronyms with ICAO annex 6 and RCAR part

001.

0.9 Streamlined the definitions and terminologies with ICAO annex 6 and RCAR part

001.

9 ETOPS Training Syllabus added

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0.7 DISTRIBUTION LIST

Copy Nº Holder Form of Distribution

1 RCAA Soft & Hard Copy

2 Library Soft & Hard Copy

9 DME Soft Copy

10 Director Flight Operations Soft Copy

11 Safety Manager Soft Copy

12 Chief Pilot Soft Copy

13 Flight Operations Standards Manager Soft Copy

14 Quality Manager Soft Copy

15 Maintenance Manager Soft Copy

20 Engineering & Planning Manager Soft Copy

22 Flight Operations Training Manager/Instructors Soft Copy

25 OCC Hard Copy

33 AMOs/ CAMO Soft Copy

37 Contracted Training Services Soft Copy

47 Flight Operations Publication Officer Soft Copy

48 Manager Flight Ops Data Systems Soft Copy

52 Quality Manager-Maintenance Soft Copy

53 Flight Operations Engineering Soft Copy

63 9XR-WN Soft Copy

64 9XR-WP Soft Copy

39 9XR-WF Hard Copy

40 9XR-WG Hard Copy

65 9XR-WQ Hard Copy

43 9XR-WJ Hard Copy

44 9XR-WK Hard Copy

65 9XR-WQ Hard Copy

66 9XR-WR Hard Copy

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0.8 GLOSSARY OF TERMS & ABBREVIATIONS

RwandAir ETOPS

RwandAir ETOPS Manual under authority of RCAA is accordance guidance material for

Extended range Operation (ETOPS).

This document constitutes an acceptable means of compliance for obtaining operational

approval under applicable operational rules for two-engine airplanes to operate over a route

that contains a point further than one hour flying time at the approved one-engine-inoperative

cruise speed ( in still air ) from anadequate airport.

Adequate airport

An adequate airport is an airport which satisfies the aircraft performance requirements

applicable at the expected landing weight, and sufficiently equipped to be safely used. In

particular, at the anticipated time of use, it should be available and equipped with the necessary

services, including ATC, weather information, NAVAIDS and emergency services

Alternate Airport

An ETOPS (en-route) alternate airport is a confirmed adequate airport which satisfies the

dispatch weather minima requirements for ceiling and visibility within the required validity

period.

Area of Operation

The ETOPS area of operations is the airspace within which the distance to an ETOPS adequate

airport is less than the ETOPS Max Diversion distance.

The ETOPS maximum diversion distance from an adequate airport must be determined for ISA

(or prevailing delta ISA) and no-wind conditions, taking into account aircraft performance with

one engine inoperative and the remaining engine operating at MCT.

AFM

Aircraft Manufacturers’ Approved Aircraft Flight Manual (Airbus and Boeing)

Alternate airport (Enroute alternate)

An Enroute alternate airport (diversion airport) is an adequate / suitable airport declared to

support a given area of operation and / or a given flight.

CDL

Configuration Deviation List, included in the approved AFM.

CMP

ETOPS Configuration Maintenance Procedure document. Also referred to as the Standards for

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Extended Range Operation.

The CMP is approved by RCAA and constitutes the approved reference for the following

aspects associated with ETOPS operations:

(1) Configurations Standards,

(2) Maintenance Standards,

(3) Dispatch Standards,

(4) Procedure Standards.

Critical Fuel Scenario for ETOPS (CFS)

Considering the following possible failure scenarios occurring at the Critical Point (CP):

(1) Engine failure + Pressurization failure,

(2) Pressurization failure only,

The ETOPS Critical Fuel Scenario (CFS) is the scenario requiring the highest diversion fuel.

The engine failure only is never fuel critical because of the diversion being conducted at higher

flight levels.

Depending on the selected one-engine-out diversion speed (single-engine speed) either one of

the last two scenarios (i.e. 1-engine and 2-engine diversion at FL 100 - or MEA / MORA) may

happen to be the critical fuel scenario.

The critical fuel scenario is assessed by computing the required diversion fuel (for the

respective diversion scenarios) in accordance with the diversion profiles defined in the FCOM

and in accordance with the company ETOPS fuel policy.

Critical Point (CP)

The ETOPS Critical Point is the point, along the route, for which the difference between the

standard fuel expected to be on board (fuel to continue) and the required ETOPS diversion fuel

(fuel to divert) is minimum or negative, thus requiring the carriage of additional ETOPS fuel

reserves. The Critical Point is usually, but not necessarily, the last ETP within the ETOPS

segment.

Dispatcher (ETOPS approved dispatcher)

An ETOPS approved dispatcher is a dispatcher holding a dispatcher license ( in accordance

with the national regulations and / or company policy ) and having performed an initial ETOPS

training as well as a period of line training under the supervision of an ETOPS approved

dispatcher ( in accordance with the company training policy ).

Diversion airport

Refer to Alternate airport.

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EDTO

For the purpose of EU-OPS 1-245 and FAR 121-161, Extended-Range Operations are those

intended to be conducted over a route that contains a point beyond 60 min from an adequate

airport at the selected one-engine-inoperative speed in still air and ISA (or prevailing delta ISA)

conditions.

The term “ETOPS” instead of “EDTO is still used in A330 documentation. This is in line with

the note introduced in the Annex 6 §4.7 (Additional requirements for operations by aeroplanes

with turbine engines beyond 60 minutes to an en-route alternate aerodrome including extended

diversion time operations (EDTO), which clarifies that the term “ETOPS” may still be used

instead of “EDTO”. This is only a change in the terminology, while the concepts and

requirements remain the same.

Equi-Time Point (ETP)

An Equi-Time Point (ETP) is a point on the route which is located at the same flying time

(considering the day wind and temperatures conditions) from the two associated suitable

The ETP is defined to be at FL100. The location of the ETP's is usually defined by the

Computerized Flight Plan (CFP) but can be also assessed by locating the mid-points (Equi-

distance points) on a plotting chart or orientation chart and by applying a wind correction (e.g.

using the Equi-time number method or a wind correction scale).

Flight Crew (ETOPS approved flight crew member)

An ETOPS approved flight crew member ( captain or first officer ) is a flight crew member

having performed an initial ETOPS training as well as a line training period ( in accordance

with the company training policy).

Engineer / mechanics (ETOPS approved engineer / mechanics)

An ETOPS approved engineer / mechanic is a qualified engineer / mechanic having performed

an initial ETOPS training as well as a period of line training (in accordance with the company

training policy).

ETOPS Entry Point (EEP)

The ETOPS Entry Point (EEP) is the first point on the route, located at one hour flying time

(at the declared one-engine-out diversion speed, in still air) from a suitable Enroute alternate

airport (i.e. the last suitable Enroute alternate airport prior to entering the ETOPS segment).

The EEP materializes the beginning of the ETOPS segment.

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ETOPS Exit Point

The ETOPS Exit Point (EXP) is the last point on the route, located at one hour flying time (at

the declared one-engine-out diversion speed, in still air) from a suitable Enroute alternate

airport (i.e the first suitable Enroute alternate airport located beyond the ETOPS segment).

The EXP materializes the end of the ETOPS segment.

ETOPS Flight

An ETOPS flight is a flight which contains a point further than 60 minutes flying time (at the

selected one-engine-out diversion speed, in still air) from an adequate airport.

ETOPS Segment

An ETOPS segment is a portion of a route located further than 60 minutes flying time (at the

selected one-engine-out diversion speed, in still air) from an adequate airport.

The ETOPS segment extends between the EEP and the EXP.

An ETOPS route may contain more than one ETOPS segment.

FCOM

Aircraft Manufacturers’ Approved Flight Crew Operating Manual (Airbus and Boeing)

IFSD

Inflight Shutdown

IFTB

Inflight Turn Back

Maintenance Release for ETOPS

An aircraft can be dispatched for an ETOPS flight only if a formal Maintenance Release for

ETOPS has been entered in the aircraft log book.

This Maintenance Release for ETOPS provides the flight crew with the assurance that:

(1) The aircraft configuration has been checked and confirmed to comply with the

configuration

(2) standards set forth in the CMP document,

(3) The aircraft condition has been checked and confirmed to comply with the ETOPS dispatch

(4) requirements set forth in the company MEL,

(5) The ETOPS Service Check has been accomplished.

The company ETOPS Maintenance Procedures Manual (or equivalent) defines the content of

the ETOPS Service Check and the procedures associated with the ETOPS Maintenance

Release.

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Maximum Diversion Time

The Maximum Diversion time from an Enroute alternate airport (e.g. 75, 90, 120, 138, 180

minutes) is granted to the operator by the relevant national operational authority within and as

a function of the following factors:

(1) The Maximum Diversion time defined for the airframe / engine combination and set forth

in the aircraft Type Design Approval ( TDA ) and in the AFM,

(2) The airline's prior experience with the aircraft in non-ETOPS or ETOPS operation, or the

successful completion by the operator of an approved Accelerated ETOPS Approval Plan.

Maximum Diversion Distance

The Maximum Diversion Distance is the distance covered, in still air and ISA conditions

(unless the area of operation is eligible for the consideration of an average yearly positive

temperature deviation from ISA), within the Maximum Diversion Time granted to the operator,

at the declared one-engine inoperative diversion cruise speed and reference gross weight and

at the associated optimum diversion altitude.

This distance starts from the descent point, considered to be at the Critical Point (CP), and takes

into account the descent profile from the initial cruise altitude down to the diversion cruise

altitude. The Maximum Diversion Distance is used to define the Area of Operation (and

correspondingly, as applicable, the area or areas of unauthorized operation, also referred to as

exclusion zones) by drawing circles centered on each declared suitable Enroute alternate airport

with a radius equal to the Maximum diversion Distance.

MCM

Maintenance Control Manual

MMEL

Aircraft Manufacturers’ Approved Master Minimum Equipment List (Airbus and Boeing)

The MMEL contains all the dispatch requirements applicable to ETOPS

Operations.

The ETOPS dispatch conditions (provisos) are identified as follows:

(1) For ER operations or

(2) Except for ER operations

MEL

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Operator's Minimum Equipment List developed based on the aircraft manufacturer MMEL and

customized by the operator as a function of the operator's operational policies and national

operational requirements.

The MEL may also reflect the particular nature of the area of operation in terms of:

(1) Maximum and average diversion time,

(2) Redundancy and equipment of the Enroute alternate airports,

(3) Navigation and communication means,

(4) Prevailing meteorological conditions,

(5) Other criteria, as applicable.

One-Engine-Inoperative Cruise Speed (Diversion Speed)

The ETOPS one-engine-inoperative cruise speeds (or diversion speed) is a Mach / IAS speed

schedule selected and declared by the operator and approved by the national operational

authority. This one-engine-inoperative cruise (diversion speed) can be any speed within the

aircraft operating limits. For the Airbus aircraft fleet, this speed can be selected in the speed

range extending between the Green. Dot speed and MMO/VMO and for the Boeing the speed

range extending between minimum clean speed (flaps up speed) and MMO/VMO, considering

the remaining engine thrust to be at Maximum Continuous Thrust (MCT) or less.

The selected one-engine-inoperative speed is used for the following purposes:

(1) Establishing the area of operation (maximum diversion distance),

(2) Establishing the diversion fuel requirements for the single engine diversion,

(3) Establishing the net level-off altitude to safely clear any en-route obstacle by the

appropriate margin as specified in the applicable national regulation (unless a lower speed

or the drift-down speed is required to clear the en-route obstacles).

(4) Conducting the diversion following an engine failure.

However, as permitted by the operational regulations, the pilot in command has the authority

to deviate from this planned speed after completing the assessment of the actual situation.

OTS

Organized Track System

Service Check for ETOPS

The ETOPS Service Check is a set of maintenance tasks to be performed prior to dispatching

an aircraft for an ETOPS flight.

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The scope of the ETOPS Service Check is defined in the operator's ETOPS Maintenance

Manual and procedures are defined regarding the conditions and terms of performance of this

check.

Single-Engine Cruise Speed - Single-Engine Diversion Speed

Refer to One-Engine-Inoperative Cruise Speed.

Suitable airport

A suitable airport, for dispatch purposes, is an airport confirmed to be adequate and which

satisfies the ETOPS Dispatch Weather Minima in terms of ceiling and visibility within the

required validity period (also referred to as window of suitability).

The required validity period starts one hour before the earliest estimated time of arrival and

ends one hour after the latest estimated time of arrival (refer to Weather Minima and Window

of Suitability).

In addition, cross-wind conditions forecast must be checked to be within the performance

capability of the aircraft during the required validity period.

Field conditions should also be checked to ensure that a safe landing can be conducted with

one engine being inoperative or with an aircraft system being inoperative (NOTAM's and

SNOWTAM's should, therefore, be also reviewed in assessing the suitability of an adequate

Enroute alternate airport).

Type Design Approval (TDA)

The aircraft ETOPS Type Design Approval granted to an airframe / engine combination defines

the Maximum Diversion Time for which the aircraft design and reliability has been

demonstrated to meet the objective defined in the applicable regulation.

The TDA is subject to the compliance with Configuration, Maintenance and Procedures

(dispatch requirements and flight crew procedures) standards set forth in the approved ETOPS

CMP document.

Weather Minima (ETOPS Dispatch Weather Minima)

To declare an adequate Enroute alternate airport as suitable to support a given flight, the

weather conditions forecast (TAF, SPECI and SIGMET messages), in terms of ceiling and

visibility, must be checked to comply with the ETOPS dispatch weather minima (provided in

Chapter 5.4.1, 5.4.2) during the entirety of the required period of validity (window of

suitability).

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The A330-200 and A330-300 qualifies as Category C for the assessment of the ceiling and

visibility minima. The B737-800 and B737-700 also qualifies as Category C for the assessment

of the ceiling and visibility minima.

Window of Suitability (Period of Validity)

To declare an adequate Enroute alternate airport as suitable to support a given flight, the ceiling

and visibility forecast must be checked to meet the ETOPS dispatch weather minima during a

required period of validity, also referred to as the window of suitability.

The required period of validity starts one hour before the earliest estimated time of arrival at

the considered Enroute alternate airport and ends one hour after the latest estimated time of

arrival at this airport.

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 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 ).

The latest estimated time of arrival is computed considering a 2-engine diversion from the ETP

associated with the considered Enroute alternate, at FL100 or at the MORA and at the LRC

speed (i.e. assuming a pressurization failure only).

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CHAPTER 1: GENERAL



CHAPTER 1: GENERAL

Table of Contents

CHAPTER 1: GENERAL.......................................................................................................... 1

1.1 RWANDAIR ETOPS CERTIFICATION STATEMENT .......................................... 3

1.2 PURPOSE ................................................................................................................... 3

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CHAPTER 1: GENERAL




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CHAPTER 1: GENERAL



1.1 RWANDAIR ETOPS CERTIFICATION STATEMENT

Reference: RCAR 12.075

RwandAir certifies that this ETOPS operational Manual is according to RCAA regulations and

all pertinent issues and does not deviate from any applicable Airworthiness Directives or any

mandatory requirements.

Capt. Santos Pio

Director Flight Operations

Date:

Signature:

1.2 PURPOSE


This manual defines the policies, procedures and documents used by RwandAir for the

extended range operation (ETOPS) of the A330-200, A330-300 and B737-800 with 180-

minute maximum diversion time. All policies, procedures and documents defined in other

chapters of the RwandAir Operations Manual are applicable to ETOPS operations, unless

modified or complemented by the present chapter. This document contains reference to and

must be considered in conjunction with the following associated documents:

(1) RwandAir MCM

(2) RwandAir Dispatch Manual

(3) Configuration/ Maintenance/ Procedure document (CMP),

(4) Airplane Flight Manual (AFM),

(5) Minimum Equipment List (MEL),

(6) Flight Crew Operating Manual (FCOM).

All the ETOPS concepts, definitions and abbreviations used throughout this document are

defined in the Glossary of Terms and Abbreviations in Chapter 0.

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CHAPTER 1: GENERAL




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CHAPTER 2: REGULATORY

COMPLIANCE



CHAPTER 2: REGULATORY COMPLIANCE

Table of Contents

CHAPTER 2: REGULATORY COMPLIANCE ...................................................................... 1

2.1 GENERAL .................................................................................................................. 3

2.2 ETOPS CRITICAL FUEL RESERVE ....................................................................... 3

2.3 WIND ERRORS ......................................................................................................... 4

2.4 ICING .......................................................................................................................... 4

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2.1 GENERAL


This document reflects the flight operations and maintenance procedures requirements of

RCAA.

This document takes credit of the following policies and agreed interpretations of the published

regulations, as defined by the RCAA and adopted in line with both EASA and FAA:

(1) Determination of the Area of Operation considering the prevailing temperature

ISA+10°C at the typical single engine diversion altitude.

(2) Determination of the dispatch weather minima not considering forecast conditions with

less than 40 % probability (conditions marked PROB on TAF's messages). Tempo and

inter are taken into account if they are restrictive.

Consideration of the icing conditions forecast and of the forecast exposure time in the

computation of the ETOPS fuel reserves associated with the use of the Nacelle Anti Ice (NAI)

and Wing Anti Ice (WAI) systems and in the fuel penalty resulting from ice accretion on the

unheated surfaces of the aircraft.

2.2 ETOPS CRITICAL FUEL RESERVE


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:

(1) Fuel burn-off from the critical point to the end of descent (for example 1500 ft) at

the diversion airport,

(2) 5 % of the above fuel burn-off as contingency fuel,

(3) Fuel for 15 minutes of holding at 1500 feet and green dot speed for the Airbus and

minimum clean speed (flaps up speed) for the Boeing,

(4) Fuel for first (IFR) approach, a go-around and second (VFR) approach,

(5) 5 % fuel mileage penalty or a demonstrated performance factor,

(6) Fuel to account for errors in wind forecasting (5% wind or 5% fuel)

(7) Effect of any Configuration Deviation List (CDL) or MEL item,

(8) Fuel to account for Icing Effects (if forecast) for the critical mission

(9) If icing conditions forecast:

(a) Effect of Nacelle Anti Icing (NAI) and Wing Anti Icing (WAI) systems

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(b) Effect of ice accretion on the unheated surfaces of the aircraft: The fuel provisions

associated with the effects of NAI and WAI systems and of ice accretion on the

unheated surfaces are adjusted to take into account the horizontal extent of the

forecast icing areas (exposure time). The fuel provision factor for ice accretion on

the unheated surfaces is a percentage equal to three times the forecast exposure time

in hours. For example, assuming a one-hour exposure en route to and (e.g. the 15

minute holding) at the diversion airport, the fuel provision is 3 % of the fuel burned

during the considered exposure time. If moderate icing is forecast, the above fuel

provision is divided by two.

(10) For operations above 138 minutes diversion time, if the above effect of ice accretion

is less than 5 %, this effect should be rounded-up to 5 % to provide a provision for

weather avoidance.

(11) If the APU is needed as a power source (MEL), its fuel consumption must be

considered: 130 kg/h or 286 lb/h (APU GEN ON, APU BLEED OFF).

2.3 WIND ERRORS

A 5% speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual

forecast wind should be used to account for potential errors. However if the operator is not

using the actual forecast wind based on a wind model acceptable to the certification authorities

then 5% of the fuel for the critical scenario is required as a reserve fuel.

2.4 ICING

The most critical scenario must be compensated for 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.

(2) Fuel for engine and wing anti-ice for the entire time during which icing is forecast.

The effect of ice accretion on unprotected surfaces is equal in percentage to three times the

exposure time in hours. For example, assuming a two-hour exposure time, the fuel provision is

3X2 = 6% of the fuel burned during the considered exposure time. If moderate icing is forecast,

the above fuel provision is divided by two.

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Note: The ETOPS icing fuel reserve is always limited by (B)

Unless a reliable icing forecast is available, icing may be presumed to occur when the Total

Air Temperature (TAT) is less than +100C, or if the outside air temperature is between 00C

and -200C with a relative humidity of 55% or more.

In view of our experience, Airbus and Boeing aircraft manufactures recommend that the

operator considers the following non mandatory fuel practices:

(1) Include the effect of a demonstrated performance factor, in all standard and ETOPS

fuel requirement consumptions,

(2) Include a contingency fuel provision from departure to the Critical Point (CP), when

computing the ETOPS critical fuel planning.

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CHAPTER 3: DECLARED ETOPS

FLEET



CHAPTER 3: DECLARED ETOPS FLEET

Table of Contents

CHAPTER 3: DECLARED ETOPS FLEET ............................................................................. 1

3.1 GENERAL .................................................................................................................. 3

3.2 FLEET CONFIGURATION CONTROL ................................................................... 3

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FLEET




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FLEET



3.1 GENERAL

For the purpose of the RwandAir ETOPS operations, the following fleet is declared to meet the

criteria and configuration defined in the ETOPS Type Design Approval and in the associated

Configuration Maintenance and Procedure document (CMP) and revisions thereof.

A/C TYPE MSN REGISTRATION

A330–200 1741 9XR-WN

A330-300 1759 9XR-WP

B737-800 40892 9XR-WF

B737-800 40893 9XR-WG

B737-800 42057 9XR-WQ

B737-800 41357 9XR-WR

B737-700 30717 9XR-WJ

B737-700 30726 9XR-WK

Whenever a new aircraft is added to the RwandAir ETOPS fleet, the applicable registration

will be added to the above list through a normal revision of the Operations Manual.

3.2 FLEET CONFIGURATION CONTROL

Procedures are defined in the RwandAir MCM to ensure that this configuration is maintained

or that the aircraft is re-graded to a non-ETOPS status, as required.

Procedures are also defined in the MCM to ensure that the defects, relevant to ETOPS

operations and reported by the flight crew on the aircraft log book, are rectified before any

further ETOPS flight or that the aircraft is re-graded to a non-ETOPS status, as required.

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FLEET




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CHAPTER 4: ETOPS OPERATIONAL

POLICIES



CHAPTER 4: ETOPS OPERATIONAL POLICIES

Table of Contents

CHAPTER 4: ETOPS OPERATIONAL POLICIES ................................................................ 1

4.1 GENERAL .......................................................................................................................... 3

4.2 DISPATCH CONSIDERATION ....................................................................................... 3

4.2.1 ETOPS Fuel Scenarios .............................................................................................. 3

4.2.1.1 Pressurization Failure + Engine Failure – A330 .............................................. 3

4.2.1.2 Pressurization Failure ....................................................................................... 3

4.2.1.3 Engine Failure .................................................................................................. 4

4.2.1.4 FAA Fuel Requirements................................................................................... 4

4.2.2 ETOPS Critical Fuel Reserves .................................................................................. 4

4.2.2.1 Wind Errors ...................................................................................................... 5

4.2.2.2 Icing .................................................................................................................. 5

4.2.2.3 APU .................................................................................................................. 6

4.2.3 ETOPS Fuel Requirements ....................................................................................... 6

4.3 ETOPS FUEL POLICY ...................................................................................................... 6

4.4 ETOPS FUEL PLANNING ................................................................................................ 7

4.5 COMPUTERIZED FLIGHT PLAN (CFP) - FUEL ON BOARD ANALYSIS ................ 7

4.6 ONE-ENGINE-INOPERATIVE CRUISE SPEED (SINGLE-ENGINE OPERATION

SPEED) ............................................................................................................................... 7

4.7 AIRCRAFT REFERENCE GROSS-WEIGHT .................................................................. 8

4.8 MAXIMUM DIVERSION DISTANCE ............................................................................ 8

4.9 AREAS OF OPERATION.................................................................................................. 8

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4.1 General

The following operational policies have been selected and are declared to define the ETOPS

operation, in terms of:

(1) General route studies,

(2) Flight planning and dispatch.

4.2 Dispatch Consideration

4.2.1 ETOPS Fuel Scenarios

According to RCARS for establishing the ETOPS critical fuel reserves, the operator must

consider three diversion scenarios:

4.2.1.1 Pressurization Failure + Engine Failure – A330

4.2.1.2 Pressurization Failure

Same Flight Profile as above, but all engines operating and Diversion Cruise Speed* set to

LRC. The corresponding diversion profiles and speed strategies are defined in the FCOM –

Extended Range Operations and One Engine Inoperative chapters.

For each route, the following requirements are also checked and complied with, as applicable,

in addition to the ETOPS requirements:

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(1) Enroute obstacle clearance

(2) Oxygen supply.

4.2.1.3 Engine Failure

Same Flight Profile as above, but standard descent speed and Diversion Cruise at the FL**

appropriate to gross engine out ceiling at the selected ETOPS diversion speed.

4.2.1.4 FAA Fuel Requirements

For the first two scenarios, involving depressurization, the required block fuel must be

calculated in accordance with the operator’s ETOPS fuel policy and using the regulatory

ETOPS critical fuel reserves (Refer to A330 FCOM PRO-SPO-40A-30 ETOPS Critical Fuel

Reserves and B737 FCOM SP 1.3 ETOPS).

Depending on the approved one-engine-inoperative speed selected for the single-engine

diversion strategy, either of these two scenarios may result in the higher fuel requirement.

The scenario resulting in the higher fuel requirement is called the ETOPS critical fuel scenario,

and the associated minimum block fuel requirement is the ETOPS critical fuel plan.

Note that it is not necessary to calculate the 3rd scenario (engine failure), as this scenario is

never critical, due to the higher diversion flight level.

4.2.2 ETOPS Critical Fuel Reserves


fuel planning according to RCARS, the diversion fuel must include the following fuel

provisions:

(1) Fuel burn-off from the critical point to the end of descent (for example 1500 ft) at the

diversion airport,

(2) 5 % of the above fuel burn-off as contingency fuel,

(3) Fuel for 15 minutes of holding at 1500 feet and green dot speed for the Airbus and

minimum clean speed (flaps up speed) for the Boeing,

(4) Fuel for first (IFR) approach, a go-around and second (VFR) approach,

(5) 5 % fuel mileage penalty or a demonstrated performance factor,

(6) Fuel to account for errors in wind forecasting (5% wind or 5% fuel)

(7) Effect of any Configuration Deviation List (CDL) or MEL item,

(8) Fuel to account for Icing Effects (if forecast) for the critical mission

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(9) If icing conditions forecast:

(a) Effect of Nacelle Anti Icing (NAI) and Wing Anti Icing (WAI) systems

(b) Effect of ice accretion on the unheated surfaces of the aircraft: The fuel

provisions associated with the effects of NAI and WAI systems and of ice

accretion on the unheated surfaces are adjusted to take into account the

horizontal extent of the forecast icing areas (exposure time). The fuel provision

factor for ice accretion on the unheated surfaces is a percentage equal to three

times the forecast exposure time in hours. For example, assuming a one-hour

exposure en route to and (e.g. the 15 minute holding) at the diversion airport,

the fuel provision is 3 % of the fuel burned during the considered exposure time.

If moderate icing is forecast, the above fuel provision is divided by two.

(10) For operations above 138 minutes diversion time, if the above effect of ice accretion

is less than 5 %, this effect should be rounded-up to 5 % to provide a provision for

weather avoidance.

(11) If the APU is needed as a power source (MEL), its fuel consumption must be

considered: 130 kg/h or 286 lb/h (APU GEN ON, APU BLEED OFF).

4.2.2.1 Wind Errors

A 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the

actual forecast wind should be used to account for potential errors. However if the operator is

not using the actual forecast wind based on a wind model acceptable to the certification

authorities then 5 % of the fuel for the critical scenario is required as a reserve fuel.

4.2.2.2 Icing

The most critical scenario must be compensated for 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.

(2) Fuel for engine and wing anti-ice for the entire time during which icing is forecast.

Note: The ETOPS icing fuel reserve is always limited by (B).

Unless a reliable icing forecast is available, icing may be presumed to occur when the Total

Air Temperature (TAT) is less than +10 °C, or if the outside air temperature is between 0 °C

and -20 °C with a relative humidity of 55 % or more.

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4.2.2.3 APU

Fuel consumption of 130 kg/h or 287 lb/h (APU GEN ON, APU BLEED OFF). In view of our

experience, Airbus and Boeing recommend to include a contingency fuel provision from

departure to the Critical Point (CP), when computing the ETOPS critical fuel planning.

4.2.3 ETOPS Fuel Requirements

The commander must compare the entire ETOPS critical fuel planning for the ETOPS critical

fuel scenario with the standard fuel planning computed in accordance with the company fuel

policy and applicable operational requirements. The higher of the two fuel requirements must

be considered as the minimum required block fuel for the flight.

4.3 ETOPS fuel policy


fuel planning, the diversion fuel is defined as:

(1) Fuel burn-off from the critical point to the end of descent (e.g. 1500 ft) above the en-

route alternate airport, considering the individual aircraft performance factor (as

defined by the relevant RwandAir Aircraft Performance Monitoring program),

(2) 5 % of the above fuel burn-off, as contingency fuel,

(3) 5% fuel mileage penalty, or demonstrated performance factor,

(4) 15 minutes holding at 1500 ft and green dot speed for the Airbus and minimum clean

speed (flaps up speed) for the Boeing.

(5) Fuel for first (IFR) approach / Go-around / second (VFR) approach,

(6) Effect of any MEL or CDL item, as applicable,

(7) If severe icing conditions are forecast :

(a) Effect of NAI and WAI systems,

(b) Effect of ice accretion on the unheated surfaces of the aircraft,

As available, the severity of the icing conditions and the forecast exposure time are considered

to reduce the fuel provision for icing conditions. Refer to the FCOM - One Engine Inoperative

Chapter for applicable fuel factors.

(a) APU fuel consumption (130 kg/h).

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4.4 ETOPS fuel planning

The single-engine diversion without pressurization failure is never fuel limiting, the minimum

required block fuel for dispatching an ETOPS flight is, therefore, defined as the greater of the

following fuel quantities :

(1) Standard fuel planning,

ETOPS fuel planning considering an engine failure and a pressurization failure

occurring at the critical point, FL 100

(2) ETOPS fuel planning considering a pressurization failure only occurring at the critical

point, FL 100

4.5 Computerized Flight Plan (CFP) - Fuel on board analysis

The above comparison is automatically performed by the RwandAir Computerized Flight Plan

(CFP) through a Fuel-On-Board analysis process, which compares at each ETP:

(1) The fuel expected to be on-board, considering a standard fuel planning,

(2) The fuel required diverting, considering the two possible failure scenarios defined here

above and the diversion to either one of the two associated en-route alternate airports.

In the above FOB analysis, the fuel expected to be on board when over flying an ETP considers

the standard contingency fuel actual requirements according to RwandAir (Operations Policy

Manual) to be intact.

As applicable, additional ETOPS fuel reserves are defined and added to the standard fuel

requirements.

The CFP ETOPS format is described in Chap 12 of this manual

4.6 One-engine-inoperative cruise speed (single-engine operation speed)

For the ETOPS operation, the following one-engine-inoperative cruise speed (also referred to

as single-engine operation speed) is selected:

A330-200 M.82 / 330 Kt IAS

A330-300 M.82 / 330 Kt IAS

B737-800 M.79 / 290 Kt IAS

B737-700 M.78 / 280 Kt IAS

This speed is used for the following purposes:

1) Establishing the area of operation (maximum diversion distance),

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(1) Establishing the diversion fuel requirements for the single engine diversion,

(2) Conducting the diversion following an engine failure.

However, as permitted by the operational regulations, the pilot in command has the authority

to deviate from this planned speed after completing the assessment of the actual situation.

4.7 Aircraft reference gross-weight

For the purpose of defining a unique maximum diversion distance for the respective areas of

operation, the aircraft reference gross weight was assessed.

The following unique reference gross weight is declared:

A330-200 230,000 kg

A330-300 230,000 kg

B737-800 75,000 kg

B737-700 61,000 kg

4.8 Maximum diversion distance

The maximum diversion distance is defined with reference to the tables provided in the FCOM

Special Operations / Extended Range Operations chapter. The maximum diversion distance

based on the granted 180-minute ETOP at the declared one-engine-inoperative diversion cruise

speed and reference gross weight, is:

A330-200: 1312 NM

A330-300: 1312 NM

B737-800: 800 NM

B737-700: 800 NM

4.9 Areas of operation

The ETOPS areas of operation are defined by the maximum diversion distance from the set of

adequate airports selected to support the route or set of routes included in the RwandAir area

of operation. The RwandAir ETOPS area(s) of operation are defined by the following company

plotting charts and orientation charts:

(1) Jeppesen, Africa and North Atlantic

(2) Jeppesen, Indian Ocean Orientation Chart

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CHAPTER 5: DECLARED ETOPS ROUTES & AREAS OF

OPERATIONS

Table of Contents

CHAPTER 5: DECLARED ETOPS ROUTES & AREAS OF OPERATIONS ....................... 1

5.1 GENERAL .................................................................................................................. 3

5.2 ETOPS ROUTES (CITY–PAIRS) .............................................................................. 3

5.3 ETOPS ROUTES SIMULATIONS ............................................................................ 3

5.3.1 Kigali (KGL) – Bombay (BOM) ......................................................................... 4

5.3.2 Dar Es Salaam (DAR)–Bombay (BOM) ............................................................. 7

5.3.3 Mombasa (MBA) – Bombay (BOM) ................................................................. 10

5.4 DISPATCH AND ENROUTE WEATHER MINIMA ............................................. 13

5.4.1 EASA Dispatch Weather Minima (EU-OPS 1/ AMC 20-6 REV. 2) ................ 13

5.4.2 FAA Dispatch Weather Minima (AC 120-42B) ................................................ 13

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5.1 GENERAL

The following Area(s) of Operations are declared for the ETOPS operation:

(1) Africa Operations

(2) Middle East Operations

(3) Asia

(4) North Atlantic Operations

5.2 ETOPS ROUTES (CITY–PAIRS)

For the initial ETOPS operation, the following routes are declared:

(1) African Routes to and from India

KGL-BOM, MBA-BOM, DAR-BOM

(2) Africa Routes:

KGL-LOS, KGL-ABV, KGL-ACC, KGL-BKO

(3) African Routes to and from Middle east

KGL–DXB, MBA – DXB

However, any route (city–pair), within the above declared Area of Operation, is considered

for operation by RwandAir provided that all the relevant non-ETOPS and ETOPS

requirements are met (as defined in this Operations Manual, in the FCOM and in other

relevant RwandAir operations and maintenance manuals).

5.3 ETOPS ROUTES SIMULATIONS

(1) KGL-BOM

(2) DAR-BOM

(3) MBA-BOM

The inputs concerning the aircraft are:

(a) A330 fitted with Trent 772B engines, B737 fitted with CFM56-7B engines

(b) Scheduled speed @ OEI: MCT/330kt

The airports have been selected following these criteria:

(a) Airports in accordance with aircraft performance,

(b) RFFS Category 4 minimum

(c) At least one let-down navaid available to conduct an instrument approach (ILS,

VOR, NDB)

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(d) Open H24

5.3.1 Kigali (KGL) – Bombay (BOM)

A330 - We computed first the A330 route without ETOPS Approval with blue circles

equivalent to 60 min diversion time. As it can be seen on the screenshot below, the route is

not optimal without ETOPS Approval

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B737 - We computed first the route without ETOPS Approval with red circles equivalent to

60min diversion time and blue circles equivalent to 120 minutes. As it can be seen on the

screenshot below, the route is not optimal without ETOPS Approval

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A330 - Then, according to our computations, the minimum ETOPS approval required to

operate KGL-BOM is ETOPS up to 90min (blue circles corresponding to 90min diversion

time).The green circles are equivalent to the 60min diversion time.

The ETOPS alternate airports that could be selected for this route are ADD (Addis Ababa),

RIY (Riyan) and SLL (Salalah)

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5.3.2 Dar Es Salaam (DAR)–Bombay (BOM)

A330 - Operating without ETOPS Approval is not optimal. According to our computations,

the minimum ETOPS approval required to operate DAR-BOM is ETOPS up to 90min (blue

circles corresponding to 90min diversion time).The green circles are equivalent to the 60min

diversion time. The ETOPS alternate airports that could be selected for this route are SEZ

(Seychelles International), RIY (Riyan) and SLL (Salalah).

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A330 - Nevertheless in order to have more flexibility, ETOPS up to 120min approval would

be more adequate. On the screen shot below, the green circles are equivalent to the 60min

diversion time and the blue circles to 120min diversion time.

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B737 - Operating without ETOPS Approval is not optimal. According to our computations, the

minimum ETOPS approval required to operate DAR-BOM is ETOPS up to 120 min (blue

circles corresponding to 120 min diversion time).The red circles are equivalent to the 60 min

diversion time.

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5.3.3 Mombasa (MBA) – Bombay (BOM)

A330 - For this route, operate without ETOPS Approval is not optimal.

Then, according to our computations, the minimum ETOPS approval required to operate

MBA-BOM is ETOPS up to 90min (blue circles corresponding to 90min diversion time).The

green circles are equivalent to the 60min diversion time.

The ETOPS alternate airports that could be selected for this route are SEZ (Seychelles

International), RIY (Riyan) and SLL (Salalah).

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A330 - Nevertheless, like the DAR-BOM route, ETOPS up to 120min approval should be more

adequate in oder to have more flexibility. On the screen shot below, the green circles are

equivalent to the 60min diversion time and the blue circles to 120min diversion time

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B737 - Operating without ETOPS Approval is not optimal. According to our computations, the

minimum ETOPS approval required to operate MBA-BOM is ETOPS up to 120 min (blue

circles corresponding to 120 min diversion time).The red circles are equivalent to the 60 min

diversion time

Consequently, in order to be able to operate the three routes, ETOPS up to 90min should

be the minimum targeted approval to get. Nevertheless ETOPS up to 120min approval

would provide more operational flexibility.

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5.4 DISPATCH AND ENROUTE WEATHER MINIMA

Weather forecasts for en-route alternates must meet RwandAir applicable weather minimum

requirements. This paragraph provides the applicable minima required by EASA (EU-OPS 1/

AMC 20-6 rev. 2) and FAA (AC120-42B).

5.4.1 EASA Dispatch Weather Minima (EU-OPS 1/ AMC 20-6 REV. 2)

An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route

alternate airports meet the weather minima listed here for a period commencing at the earliest

potential time of landing and ending one hour after the latest expected time of landing:

Approach Type Min ETOPS Ceiling Min ETOPS Visibility

Precision approach DH/DA +200 ft Authorised visibility +800 m

Non-Precision or Circling approach MDH/MDA +400 ft Authorised visibility +1 500 m

CAT II/CAT III approach Specific approval

required

Specific approval required

Notes :

• DH = Decision Height • MDA = Minimum Descent Altitude

• Separate runways = runways which do not intersect each other

Note: PROB 40%, TEMPO, INTER in weather forecast are limiting factor if they predict

weather conditions below landing minima. The captain will exercise good judgment assessing

PROB conditions.

5.4.2 FAA Dispatch Weather Minima (AC 120-42B)

An airplane cannot be dispatched unless the meteorological forecasts at ETOPS en-route

alternate airports meet the weather minima listed here for a period commencing at the earliest

potential time of landing and ending at the latest expected time of landing:

Approach Type Min ETOPS Ceiling Min ETOPS Visibility

Two or more instrument approaches Higher of the two

(M)DH/DA +200 ft

Higher of the two authorised

visibility +800 m

Single Precision approach or Non-

Precision approach or Circling

approach

(M)DH/DA +400 ft Authorised visibility +1 600 m

CAT II approach 300 ft 1 200 m or RVR 1 200 m

CAT III approach 200 ft 800 m or RVR 550 m

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For each selected ETOPS adequate Enroute alternate airport and for each runway the

MAXIMUM CROSSWIND gusts included and TAILWIND LIMITATIONS are as follows:

BRAKING ACTION / COEFFICIENT

Braking Action GOOD GOOD To

MEDIUM

MEDIUM POOR

Braking Coefficient > 0.4 0.39 to 0.36 0.35 to 0.30 < 0.25

Max. Crosswind (kts) A330-200: 45

A330-300: 45

B737-800: 25

B737-700: 25

A330-200: 32

A330-300: 32

B737-800: 24

B737-700: 24

20

22

10

0

Max. Tailwind (kts) 15 15 0 0

For each selected ETOPS adequate Enroute alternate airport and for each runway the Normal

Dispatch & Enroute and the ETOPS Dispatch weather minima are defined, as follows

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KGL-BOM, MBA-BOM, DAR-BOM

ICAO Code Airport name

RWY APPROACH LANDING WEATHER MINIMA

SE

LE

C

TE

D PERIOD

ETOPS Dispatch

ENROUTE

Magn (True)

Category Aids Cell. ft

VIS m

Cell. ft

VIS m

HH:MM HH:MM

HUEN 17 PRECISION ILS 640 2300 240 800 FROM TO

EBB CIRCLE-TO-LAND N/A 698 3200

ENTEBBE

NON PRECISION RNAV(GNSS) 830 2700 430 1200

VOR+DME 1008 3100 508 1600 RMK

H24 CIRCLE-TO-LAND N/A 698 3200

RFF9

35 NON PRECISION RNAV(GNSS) 975 3900 575 2400

VOR+DME 945 6900 545 2400

CIRCLE-TO-LAND N/A 698 3200

HKJK 06 PRECISION ILS 600 2300 200 800 FROM TO

NBO CIRCLE-TO-LAND N/A 600 2400

JOMO KENYATTA


VOR 840 2700 440 1200 RMK

H24 CIRCLE-TO-LAND N/A 600 2400

RFF9 NDB 850 3900 450 2400



VOR 900 4700 500 3200


NDB 850 3900 450 2400


HAAB 25L PRECISION ILS 400 2000 200 1200 FROM TO

ADD CIRCLE-TO-LAND N/A 1025 4800

ADDIS ABEBA (BOLE INTERNATIONIONAL)

NON PRECISION VOR+DME 616 3800 416 3000


RNAV(GNSS) 626 3600 426 2800 RMK


25R PRECISION ILS 400 2000 200 1200


H24 NON PRECISION VOR+DME 616 3800 416 3000

RFF9 CIRCLE-TO-LAND N/A 1025 4800

RNAV(GNSS) 626 3600 426 2800


VOR+DME(VIA ARC) 606 2800 406 2000


2 NDB 626 2800 426 2000


07L NON PRECISION RNAV(GNSS) 832 3600 632 2800


07R NON PRECISION RNAV(GNSS) 832 3600 632 2800


HDAM 27 PRECISION ILS 600 2700 200 1200 FROM TO

JIB CIRCLE-TO-LAND N/A 827 2400

DJIBOUTI NON PRECISION VOR 677 2700 277 1200

H24 CIRCLE-TO-LAND N/A 827 2400 RMK

RFF8

09 NON PRECISION VOR 871 3700 471 2200


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OOSA 07 PRECISION ILS 646 2050 246 550 FROM TO

SLL CIRCLE-TO-LAND N/A 992 2400

SALALAH NON PRECISION RNAV(GNSS) 787 2600 387 1100


RFF9 VOR 1057 3800 657 2300


25 PRECISION ILS 634 2050 234 550




VOR 812 2700 412 1200


08 NON PRECISION VOR DME 980 3800 580 2300


26 NON PRECISION VOR DME 972 3800 572 2300


OOMS 08L PRECISION ILS or LOC 426 1350 226 550 FROM TO

MCT NON PRECISION RNAV(GNSS) 590 1900 390 1100

MUSCAT VOR 1334 5400 1134 4600

H24 RMK

RFF9 26L PRECISION ILS 613 2000 413 1200

26R PRECISION ILS or LOC 408 1600 208 800


VOR 710 2400 510 1600

FSIA 31 PRECISION ILS 1028 3900 628 2400 FROM TO

SEZ CIRCLE-TO-LAND N/A 1258 2400 SEYCHELLES INTL


H24 RNAV(RNP) 848 3400 448 1900 RMK

RFF9


RNAV(RNP) 798 1900 398 1400

VABB 09 PRECISION ILS 654 2300 254 800 FROM TO

BOM NON PRECISION VOR 904 3900 604 2400

MUMBAI SRA 944 3900 644 2400

H24 RMK

RFF10 27 PRECISION ILS 607 2050 207 550

NON PRECISION VOR 1397 5300 997 3800

SRA 1357 3900 957 2400

14 PRECISION ILS 801 2700 401 1200


SRA 1041 3900 641 2400


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KGL-LOS, KGL-ACC, KGL-ABV

FZIC 13 NON PRECISION RNAV(GNSS) 843 3500 443 2000 FROM TO

FKI

KISANGANI 31 NON PRECISION RNAV(GNSS) 844 3500 444 2000

SR-SS RMK

For SS-SR PPR

RFF7

FEFF 35 PRECISION ILS 600 2050 200 550 FROM TO

BGF CIRCLE-TO-LAND(DAY) N/A 728 3600

M’POKO NON PRECISION RNAV(GNSS) 848 2500 448 1000

H24 CIRCLE-TO-LAND(DAY) N/A 702 2400 RMK

RFF8 VOR 848 2900 448 1400

CIRCLE-TO-LAND(DAY) N/A 702 2400



VOR 852 3500 452 2000


FKYS 19 PRECISION ILS 720 2300 320 800 FROM TO

NSI CIRCLE-TO-LAND(DAY) N/A 682 2400

NSIMALEN NON PRECISION RNAV(GNSS) 844 2700 444 1200


RFF8 VOR 922 2700 522 1200




VOR 847 3300 447 1800


NDB 987 3300 587 1800


FKKD 30 PRECISION ILS 620 2100 220 600 FROM TO

DLA CIRCLE-TO-LAND N/A 696 2400

DOUALA NON PRECISION RNAV(GNSS) 826 2500 426 1000


RFF8 VOR 866 2700 466 1200




DNPO 21 PRECISION ILS 623 2300 223 800 FROM TO

PHC CIRCLE-TO-LAND N/A 623 2500

PORT HARCOURT



RFF8 VOR 923 3500 523 2000




DNAA 04 PRECISION ILS 670 2700 270 1200 FROM TO

ABV CIRCLE-TO-LAND N/A 1278 4400

ABUJA NON PRECISION RNAV(GNSS) 793 2700 393 1200


RFF9

22 PRECISION ILS 650 2300 250 800




VOR DME 908 4300 508 2800


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DNMM 18L PRECISION ILS 420 1600 220 800 FROM TO

LOS CIRCLE-TO-LAND N/A 932 4000

LAGOS NON PRECISION RNAV(GNSS) 612 2800 412 2000


RFF9 VOR DME 725 2800 525 2000


18R PRECISION ILS 530 1600 330 800




VOR DME 756 3200 556 2400


DGAA 21 PRECISION ILS 600 2300 200 800 FROM TO

ACC CIRCLE-TO-LAND N/A 595 2400

ACCRA NON PRECISION RNAV(GNSS) 763 2300 363 800


RFF9 VOR 873 2700 473 1200


NDB 883 2700 483 1200




VOR 924 3500 524 2000


LCTR 754 310 354 1600


DXXX 22 PRECISION ILS 640 3100 240 600 FROM TO

LFW CIRCLE-TO-LAND N/A 719 2400

LOME NON PRECISION RNAV(GNSS) 713 2500 317 1000


RFF8 VOR 807 2500 407 1000




VOR 929 3500 629 2000


DBBB 24 PRECISION ILS 650 2100 250 600 FROM TO

COO CIRCLE-TO-LAND N/A 605 2400

COTONOU NON PRECISION RNAV(GNSS) 775 2500 375 1000


RFF8 VOR 775 2500 375 1000




VOR 775 3300 375 1800


NDB 815 3300 415 1800


DFOO 06 PRECISION ILS 620 2100 220 600 FROM TO

BOY CIRCLE-TO-LAND N/A 853 2400

BOBO-DIOULASSO


SKD OPS CIRCLE-TO-LAND(DAY) N/A 853 2400 RMK

RFF6 VOR 713 2500 313 1000


NDB 893 2700 493 1200




VOR 987 3900 587 2400


NDB 893 2700 493 1200


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FCBB 05 PRECISION ILS 600 2050 200 550 FROM TO

BZV CIRCLE-TO-LAND(DAY) N/A 1052 2400

Brazzaville (MAYAMAYA)



RFF8



FOOL 16 PRECISION ILS 650 2100 250 600 FROM TO

LBV NON PRECISION RNAV(GNSS) 831 3300 431 1800

LIBREVILLE (LEON M’BA)

VOR 891 2700 491 1200

H24 NDB 901 2700 501 1200 RMK

RFF8

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CHAPTER 6: FLIGHT PREPARATION &

DISPATCH PROCEDURES



CHAPTER 6: FLIGHT PREPARATION & DISPATCH PROCEDURES

Table of Contents

CHAPTER 6: FLIGHT PREPARATION & DISPATCH PROCEDURES .............................. 1

6.1 GENERAL ..................................................................................................................... 3

6.2 APPROVED ETOPS ROUTES ..................................................................................... 3

6.3 DISPATCHER'S ETOPS DISPATCH MEMO / CHECKLIST .................................... 3

6.4 RWANDAIR ETOPS DISPATCH MEMO CHECKLIST............................................ 4

6.5 CONFIRMATION OF THE AIRCRAFT ETOPS STATUS ........................................ 5

6.6 ASSESSMENT OF THE SUITABILITY OF THE DIVERSION AIRPORTS ............ 5

6.7 RUNWAY LIMITATIONS: .......................................................................................... 5

6.8 PREPARATION OF THE PLOTTING CHART .......................................................... 5

6.8.1 Icing conditions forecast ......................................................................................... 6

6.8.2 Processing of the CFP ............................................................................................. 6

6.8.3 Possible flight re-routing with diversion time lower than 60 minutes or for a non

ETOPS routing ........................................................................................................ 6

6.8.4 Alternate / cross-check means of performance computation .................................. 7

6.8.5 Flight crew documentation - Flight Crew Briefing Folder ..................................... 7

6.8.6 Operations Flight Watch and Monitoring ............................................................... 8

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6.1 GENERAL

This section describes the procedures and documents used in the preparation and dispatch of

an ETOPS flight.

The information contained herein complements the tasks and regulations described in the

RwandAir Operations Manual.

6.2 APPROVED ETOPS ROUTES

The ETOPS routes operated by RwandAir are flown under a diversion authority approved by

RCAA. This will include but not limited to Weather for the ETOPS alternate falling below

minima before the EEP.

6.3 DISPATCHER'S ETOPS DISPATCH MEMO / CHECKLIST

The RwandAir ETOPS Dispatch Memo Check List provides recommendations for ETOPS and

long-range Flight preparation and provides the list of the documents to be reviewed and/or

prepared by the dispatcher on duty and presented to the operating flight crew during the

personal dispatch briefing.

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6.4 RWANDAIR ETOPS DISPATCH MEMO CHECKLIST

This document has to be presented to the crew and signed by the dispatcher.

RwandAir ETOPS REGISTRATION Dispatch

Check

Captain

Check

DATE: FLIGHT N°: RWD:

ETD: DESTINATION: * Captain Report

* 2 CFP's

* NAT Tracks (if required)

* ATC flight plan

GENERAL RWANDAIR

ENVELOPE

* Fuel order sheet

* Payload info.

* Atlantic charts/ Indian Ocean Charts

* Plotting ETOPS charts

* Safety Inspection

* Trim and load sheet - empty form, if

required

* General Declaration

NOTAMS

CRITICAL FUEL SCENARIO ADDITIONAL ETOPS FUEL

ADDITIONAL CDL FUEL

WEATHER FOLDER

SIGMETS

UPPER WINDS

TAF / METARS (Dest. Alt.

Enroute)

SATELLITES PICTURES

SUITABLE AIRPORT SHEET

ETOPS APPROVED CREW

MEL CDL

MAINTENANCE RELEASE

PREP BY: SIGN ..........................

P.I.C.: SIGN ..........................

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6.5 CONFIRMATION OF THE AIRCRAFT ETOPS STATUS

The aircraft technical and ETOPS status, in terms of configuration, MEL, CDL, defects

rectification (MCO / DMI / HIL) is assessed by the dispatcher on duty based on the latest

aircraft status message received from Maintenance Control.

As applicable, the relevant performance and / or fuel penalties or ETOPS restrictions are

identified and the flight planned or rerouted accordingly.

Flight crew must check that the aircraft Technical Log contains the entry “Cleared for

ETOPS”. An ETOPS service check will be carried out ex-station for all ETOPS flight

departures. However, should the service include an intermediate stop prior to the final

destination, and as long as no ETOPS sensitive failures have occurred, the initial departure

point ETOPS service check will be considered valid for the intermediate stop departure.

6.6 ASSESSMENT OF THE SUITABILITY OF THE DIVERSION AIRPORTS

The Enroute alternate airports, intended to be used to support the flight, are first confirmed to

be adequate based on the review of relevant NOTAM's.

Once confirmed to be adequate, the Enroute alternate airports are checked to be suitable for the

estimated required period of validity (suitable time window), based on the review of the

relevant weather data (long term TAF, SIGMET messages).

Weather conditions with a probability lower than 40% (PROB < 40 % on TAF messages) are

not considered. TEMPO and INTER are taken into consideration if they are restrictive.

The decision whether an "adequate and suitable alternate is an ETOPS Alternate" has to be

taken prior to departure, for further guidance refer to DPM, Chapter 4

6.7 RUNWAY LIMITATIONS:

Wind with gusts included, Cross-wind component and TRUE HDG runway directions

condition forecast, for the duration of the required validity period, are considered in this

assessment.

6.8 PREPARATION OF THE PLOTTING CHART

The plotting chart is prepared through SITA flight planning system considering the initial data

and information defined here above, it will be complemented by adding the following

information once becoming available after the processing of the CFP:

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(1) Area of Operation (if different from the charted information),

(2) Planned route / track and adjacent tracks (in case of an OTS),

(3) EEP, ETP's, CP, EXP, ETOPS segment(s), Navigation monitoring symbols.

6.8.1 Icing conditions forecast

Icing conditions forecast is automatically performed and accounted for by the Computerized

Flight Plan (CFP), based on a built-in criteria defining icing conditions whenever the OAT is

lower than 0°C and TAT lower than +10°C at FL100 and One-Engine Inoperative Speed at the

Critical Point (CP) and at the considered diversion Enroute alternate airports.

6.8.2 Processing of the CFP

The ETOPS Computerized Flight Plan (CFP), used by RwandAir for the ETOPS operation has

been checked by RwandAir to comply with the provision and intent of the applicable

regulations and with the provision of this document.

The selected Enroute alternate airports, declared to support the flight, as well as the selected

route constraints or track are manually entered in the CFP request, together with the other user-

defined inputs.

The CFP provides the following data:

(1) The Enroute alternate airports required periods of validity (suitable time window), to

be checked to match the TAF / SIGMET forecast periods ( in case of take-off delay,

the respective suitable time window will be re-assessed and checked to match the

original or revised forecast period ),

(2) The location of the EEP, ETP's (CP) and EXP, to be plotted on the plotting chart or

orientation chart,

The ETOPS additional fuel reserve requirements, as applicable, indicated in the CFP field of

the fuel summary.

6.8.3 Possible flight re-routing with diversion time lower than 60 minutes or for a non

ETOPS routing

As required, as a function of the aircraft technical status or as a function of the suitability of

certain essential Enroute alternate airport(s), the flight may have to be rerouted with a diversion

time lower than 60 minutes or for a non-ETOPS route.

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The flight preparation will be adapted accordingly and the flight dispatch documents will be

reestablished in line with the new routing and operating rules.

6.8.4 Alternate / cross-check means of performance computation

The reasonableness of the CFP standard and ETOPS fuel predictions are checked using the

published FCOM standard fuel planning and ETOPS dispatch fuel planning and performance

data. The location of the various ETP's is checked to be consistent with the location of the

charted mid-point lines and wind correction scales.

6.8.5 Flight crew documentation - Flight Crew Briefing Folder

The Flight Crew Briefing Folder compiled for an ETOPS flight comprises the following

documents:

(1) Official updated track message (OTS CATEGORY DISPLAY),

(2) OTS ANALYSIS message (OPTIMUM WIND ANALYSIS),

(3) NOTAM's,

(4) TAF, METAR messages (SPECI, SIGMET and SNOW messages, as applicable),

(5) Significant Weather Chart(s),

(6) Wind aloft charts (500, 300, 250 or 200 hPa),

(7) ATC flight plan,

(8) 2 CFP log,

(9) 2 Plotting charts with all required marked up data, as described here above (track,

EEP, EXP, ETP, CP)

(10) Dispatch information.

(11) ETOPS dispatch check list

(12) Suitable airports sheet

(13) Fuel docket

(14) Satellite pictures

(15) Dispatch from outstation:

The same procedure applies outstation

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6.8.6 Operations Flight Watch and Monitoring

Operations Control center shall use HF communication system, ACARS and (or) SATCOM (if

required) and any other means available to them to update flight crew on weather, NOTAMS

and aircraft systems status plus any other occurrences that might jeopardize safety of the flight.

OCC shall call flight crew with such information 30 mins before the ETPs .If flight crew does

not receive any call from OCC, then they shall call OCC 15 minutes before the ETPs.

Operations Control center should collect any relevant information for the current flight

operation including:

(1) Update of weather forecasts and reports for ETOPS en-route alternates,30 min before

ETPs

(2) Update of en-route weather forecasts at cruise altitude but also at lower altitude

including FL100

(3) Sigmet

(4) NOTAMs

The flight watch should also be ready to assist the crew if a diversion is required following a

Failure re-routing, fuel status reassessment.

The PIC retains full authority over operational decision as to whether to continue or to divert,

given the prevailing conditions.

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PROCEDURES



CHAPTER 7: FLIGHT CONDUCT PROCEDURES

Table of Contents

CHAPTER 7: FLIGHT CONDUCT PROCEDURES --------------------------------------------------- 1

7.1 RECEIVING /ACCEPTING THE AIRCRAFT ---------------------------------------------------- 3

7.2 COCKPIT PREPARATION --------------------------------------------------------------------------- 3

7.2.1 After engine start check list before taxiing ---------------------------------------------------- 3

7.2.2 Operations Flight Watch ------------------------------------------------------------------------- 4

7.2.3 Crew duties and decision making before reaching EEP ------------------------------------- 4

7.3 FUEL MONITORING --------------------------------------------------------------------------------- 5

7.4 DIVERSION DURING EXTENDED RANGE OPERATIONS --------------------------------- 5

7.4.1 Guidelines for Diversion Procedure ------------------------------------------------------------ 5

7.4.2 Diversion Performance Data --------------------------------------------------------------------- 5

7.4.3 Diversion Decision Making ---------------------------------------------------------------------- 6

7.4.4 Comments and recommendations --------------------------------------------------------------- 6

7.4.5 Abnormal and Emergency Procedures --------------------------------------------------------- 7

7.4.6 Diversion conduct --------------------------------------------------------------------------------- 7

7.5 IN-FLIGHT ONE-ENGINE-INOPERATIVE PERFORMANCE DATA ---------------------- 7

7.5.1 General ---------------------------------------------------------------------------------------------- 7

7.5.2 Maximum Diversion Distance------------------------------------------------------------------- 7

7.5.3 ETOPS fuel from critical point to landing - one engine out - cruise at 290kt-A330 ---- 9

7.5.4 ETOPS fuel from critical point to landing - one engine out - cruise at 310kt-A330 --- 10

7.5.5 ETOPS fuel from critical point to landing - one engine out - cruise at 330kt-A330 --- 11

7.5.6 ETOPS fuel from critical point to landing - all engines - cruise at LRC-A330 --------- 12

7.5.7 ETOPS fuel requirement from critical point to landing - example------------------------ 13

7.5.8 In-flight one-engine-inoperative performance data for Boeing 737-800 NG ------------ 15

7.5.9 In-flight one-engine-inoperative performance data for Boeing 737-700 NG ------------ 26

7.6 ENGINE / AIRCRAFT DATA RECORDING ---------------------------------------------------- 33

7.6.1 IRS's RVSM post flight monitoring ----------------------------------------------------------- 33

7.6.2 Reporting of operational events and aircraft defects ---------------------------------------- 33

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7.1 RECEIVING /ACCEPTING THE AIRCRAFT

When receiving /accepting the aircraft, the operating flight crew ensures that the ETOPS

Maintenance Release and the ETOPS Service Check are endorsed, as per the procedures set forth

in the RwandAir ETOPS Maintenance Manual.

(Logbook form /data field /wording to be described, as deemed necessary)

7.2 COCKPIT PREPARATION

The cockpit preparation is performed in accordance with the FCOM SOP's (Standard Operating

Procedures), as amended and / or supplemented by RwandAir SOP’s.

The specific system checks / tests to be performed prior to each ETOPS flight are carried out.

Verify the real ETOPS release by the maintenance.

The FMGS/FMS setup is performed in accordance with the FCOM RwandAir SOP's and in

accordance with the recommendations published in the FCOM for Long Range Navigation.

The EEP, ETP's (the CP) and the EXP may not be part of the FMS FPLN but are entered as

DEFINED WAYPOINTS, this can be done in flight before the ETOPS ENTRY POINT.

Wind entries are performed on all the relevant FMS WIND pages in cruise according to FCOM

procedures and preparation can be consistent only with the AVERAGE WIND component entry

for the flight. Before an ETOPS leg, a complete IRS alignment is performed. An independent

GATE POSITION check has to be performed:

(1) An UTC time has to be performed (GPS Coupled).

(2) An ACARS and or HF / SECAL has to be performed and or initiated.

(3) A FUEL cross feed valve check has to be performed (done by maintenance for ETOPS

operations).

(4) A complete FLIGHT PLAN crosscheck has to be performed and step climbs has to be

introduced.

(5) A second TRIP FUEL crosscheck must be done with the FMGS/FMS versus to the CFP

and the programmed operating conditions.

7.2.1 After engine start check list before taxiing

After engine start, the ECAM STATUS/System Annunciator Panel page is checked for any (not

previously known) failure condition which may require to reassess the aircraft dispatch in

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accordance with the company policy (at this point, the MEL ETOPS dispatch requirements

are observed).

7.2.2 Operations Flight Watch

The Operations Flight Watch service is provided to all ETOPS flights by the RwandAir Dispatch

& Aircraft Operation Control center using ACARS, HF, VHF communication means and Data

Link System.

The use of VHF ACARS is also possible, as a function of each individual aircraft equipment.

Any changes affecting the ETOPS flight and very last WEATHER forecasts will be sending to

the crews before entering the ETOPS area.

7.2.3 Crew duties and decision making before reaching EEP

Before reaching the EEP, the flight crew obtains from Flight Watch, or by their own means, a

weather up-date (METAR, TAF, SIGMET, SPECI messages) for the declared suitable Enroute

alternate airports.

In addition, and as available, any updated NOTAM or SNOWTAM, relevant to the availability

of the declared Enroute alternate airports, is transmitted to the crew.

Weather minima in the WINDOW at respective Enroute alternate airport are checked to be

above the company Enroute minima (JEPPESEN or equivalent).

Should the forecast minima at one or more of the declared Enroute alternate airport(s) be lower

than the company or crew Enroute minima or should one or more of the declared Enroute

alternate airport(s) become not available for whatever cause, the area of operation will be

reassessed (based on the remaining available suitable Enroute alternate airports) and a re-routing

or turn-back will be considered, as required. The flight watch department will be contacted.

The aircraft systems status is checked with reference to the ECAM STATUS/System

Annunciator Panel and SYS pages.

Based on the overall assessment of the aircraft and weather situation, the pilot in command

confirms the decision to continue, re-route or turn-back and proceeds, accordingly, in accordance

with the relevant procedures, as defined in the FCOM and in the present Operations Manual. The

flight crew is not required to provide AIREP position and fuel status report to the Flight Watch;

even in case of re-routing or re-clearance, unless a special assistance is expected. The normal

procedures should comply with the rules implemented on the routes flown.

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7.3 FUEL MONITORING

During ETOPS flights, the standard AIRBUS FCOM, B737-800 FPPM and RwandAir SOP’s

fuel monitoring policy is applicable.

In addition, when over flying the computed ETOPS ETP’s and Critical Point (CP) the flight crew

will record and compare the following fuel quantities:

Fuel On board (FOB), based on FMC,

Required minimum diversion fuel, based on the CFP log.

The above fuel quantity records will be processed through a statistical analysis (mainly for those

flights where additional ETOPS fuel reserve requirements are applicable) and the results of this

analysis will be used to reassess the standard and / or ETOPS fuel policy (ies), as required.

7.4 DIVERSION DURING EXTENDED RANGE OPERATIONS

7.4.1 Guidelines for Diversion Procedure

(1) Complete the related failure procedure.

(2) Inform ATC.

(3) Initiate the descent.

(4) Determine which en route alternate is the most suitable one (per company procedure).

(5) Divert to the chosen en route alternate.

(6) Comply with the pre-planned diversion strategy and speed schedule, or adjust the speed

schedule, as dictated by the evaluation of the actual situation.

Note: For detailed guidelines and procedures for conducting the diversion (lateral and vertical

navigation), see chapter Refer to A330 FCOM DSC-22_20-60-110 and B737 FCOM PI.13.10 -

Diversion.

7.4.2 Diversion Performance Data

A330 FCOM Chapter PER-OEI-GEN and B737FCOM PI.13-1 contain single engine descent

and cruise procedures:

1) The standard strategy,

2) The obstacle strategy,

3) Fixed speed strategies (ETOPS).

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For ETOPS operations, any one of the above diversion strategies can be used provided that the

selected strategy and speed schedule are used in:

a) Establishing the area of operation (maximum diversion distance),

b) Calculating the diversion fuel requirements for the single-engine ETOPS fuel scenario.

c) Demonstrating the applicable obstacle clearance requirements (net flight path and net

ceiling).

During the diversion, the flight crew is expected to use the planned speed schedule. However,

based on the evaluation of the actual situation, the pilot in command has the authority to deviate

from this planned one-engine-inoperative speed.

7.4.3 Diversion Decision Making

The technical criteria governing a re-routing or diversion decision can be classified into five

categories, as follows:

(1) Loss of MNPS capability, before entering the MNPS area (as applicable).

(2) Weather minima at diversion airport(s) going below the company/crew en-route minima,

before reaching the ETOPS Entry Point, or diversion airport(s) becoming unsuitable for any

reason.

(3) Failure cases requiring a diversion to the nearest airport (cases leading to a LAND ASAP

message on the ECAM and/or in the QRH).

(4) Failure cases resulting in increased fuel consumption, exceeding the available fuel reserves.

(5) Electrical generation

Diversion is required in case of:

(a) Only one generator (either one IDG, APU GEN or EMER GEN) remaining available

following a multiple failure, or

(b) Only one main generator (either one IDG or APU GEN) remaining available, and low

level, low pressure or overheat on the green hydraulic circuit.

7.4.4 Comments and recommendations

Fuel system

Some failure cases may lead to fuel gravity feeding which implies flight at lower altitude or to

some fuel being unusable. The flight crew’s evaluation of the actual situation and the fuel

remaining may lead to the decision that a diversion is required.

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7.4.5 Abnormal and Emergency Procedures

The procedures given in the Airbus and Boeing ETOPS CMP document are applicable.

The SOP (refer to chapters PRO, NOR, SOP) and the ABNORMAL and EMERGENCY

procedures (refer to chapters PRO, ABN) apply. For ETOPS flights, the following additional

procedure apply:

GEN 1 or 2 FAULT

When in ETOPS segment:

APU GEN (if available)........................................................................................................ USE

7.4.6 Diversion conduct

In case of a diversion, the procedures defined in the FCOM as well as in this Operations Manual

and in the RwandAir SOP’s are applicable.

Depending on the cause of the diversion, the diversion strategy (in terms of speed and altitude)

may be adapted by the flight crew as a function of the assessment of the overall situation (i.e.

fire, structural damage).

In case of a diversion within an OTS area, the relevant diversion procedures, as defined in

JEPPESEN and MNPS documents or other relevant documents are applicable.

7.5 IN-FLIGHT ONE-ENGINE-INOPERATIVE PERFORMANCE DATA

7.5.1 General

In electrical emergency configuration, the engine anti ice valves are permanently open, it results

in a fuel consumption increase.

7.5.2 Maximum Diversion Distance

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The following computation conditions have been used in accordance with the interpretation of

the EU-OPS 1.245 and FAR 121.161:

(1) ISA conditions

(2) No wind

(3) Optimum diversion level after engine failure

(4) Single engine diversion speed schedule.

Note: Obstacles have not to be considered to determine if a route is or is not an ETOPS route.

A330

1) The distance is limited by the maximum diversion distance as per AFM. For more

information, Refer to AFM/APP/ETOPS/Limitations.

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7.5.3 ETOPS fuel from critical point to landing - one engine out - cruise at 290kt-A330

Assumptions:

(1) Emergency descent

(2) Cruise 290 kt at FL 100

(3) Final descent 250 kt

(4) Holding 15 min at FL 15

(5) IFR procedure

(6) APU fuel burn.

Not included: 5 % correction on wind value - Anti icing if icing is forecast - performance factor.

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Assumptions:





(5) IFR procedure

(6) APU fuel burn.


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Assumptions:





(5) IFR procedure

(6) APU fuel burn.


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7.5.6 ETOPS fuel from critical point to landing - all engines - cruise at LRC-A330

Assumptions:


(2) Long range cruise at FL 100


(4) Holding 15 min at fl 15

(5) IFR procedure.


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7.5.7 ETOPS fuel requirement from critical point to landing - example

Assumptions:

(1) Aircraft weight at critical point: 160 000 kg

(2) Diversion speed: 310 kt

(3) Diversion time: 180 min

(4) Distance from Critical point to diversion airport: 1 100 NM

(5) Wind: 50 kt headwind

(6) Forecast icing condition on diversion: 80 min

(7) Aircraft perf factor: 5 %

For the determination of the ETOPS fuel requirement, the greatest fuel quantity of the two

following scenarios must be considered (the scenario Engine failure only is never limiting):

(1) Pressurization failure - One Engine Inoperative - 310 kt

(a) Determine the corrected wind for diversion taking into account the 5 % wind speed

factor: 50 x 1.05 = 52.5 kt

(b) Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS

Fuel from Critical Point to Landing - One Engine Out - Cruise at 310kt

Determine the corresponding fuel consumption: 23 000 kg

(c) Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel

determined the step before:

(i) Fuel for icing condition (Total anti-ice scenario is limiting): 2 % x 80 / 180 = 0.89

%

(ii) Fuel for perf factor: 5 %

(iii) Final ETOPS fuel requirement: 23 000 x 1.0089 x 1.05 = 24 365 kg

(2) Pressurization failure - All Engines Operative - LRC speed

(a) Determine the corrected wind for diversion taking into account the 5 % wind speed

factor: 50 x 1.05 = 52.5 kt

(b) Enter the following ETOPS fuel requirement graph: Refer to PRO-SPO-40A-60 ETOPS

Fuel from Critical Point to Landing - All Engines - Cruise at LRC

(i) Determine the corresponding fuel consumption: 21 500 kg

(c) Determine the final ETOPS fuel requirement, sum of perf factor fuel, icing fuel and fuel

determined the step before:

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(i) Fuel for icing condition (total anti-ice scenario is limiting): 6 % x 80 / 180 = 2.67

%

(ii) Fuel for perf factor: 5 %

(iii) Final ETOPS fuel requirement: 21 500 x 1.0267 x 1.05 = 23 178 kg

The final ETOPS fuel requirement for this diversion is 24 365 kg. The limiting scenario is a

pressurization failure and One Engine Inoperative at a diversion speed of 310 kt.

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7.5.8 In-flight one-engine-inoperative performance data for Boeing 737-800 NG

MAX CONTINUOUS THRUST

Area of Operation

SPEED (M/KIAS)

WEIGHT AT DIVERSION DISTANCE (NM)

DIVERSION TIME (MINUTES)

(1000 KG) 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

.76/280 85 390 452 514 577 639 701 763 826 888 950 1013 1075 1137 1199 1262 80 394 457 520 583 646 709 772 835 898 961 1024 1087 1151 1214 1277

75 398 462 526 590 653 717 781 845 909 972 1036 1100 1164 1227 1291 70 403 467 532 596 661 725 790 854 919 983 1048 1112 1177 1241 1305

65 406 471 536 601 666 731 796 862 927 992 1057 1122 1187 1252 1317

60 409 475 541 607 672 738 804 869 935 1001 1066 1132 1198 1263 1329 55 413 479 546 612 678 744 810 877 943 1009 1075 1141 1208 1274 1340

50 415 482 549 615 682 749 815 882 949 1015 1082 1149 1215 1282 1349

45 416 483 550 617 684 751 818 885 952 1019 1086 1153 1220 1287 1354 40 417 485 552 619 686 753 821 888 955 1022 1090 1157 1224 1291 1359

.79/290 85 399 463 526 590 653 717 781 844 908 972 1035 1099 1162 1226 1290 80 403 467 531 596 660 725 789 854 918 983 1047 1112 1176 1241 1305

75 407 472 537 602 667 732 797 863 928 993 1058 1123 1188 1253 1318

70 411 477 543 608 674 740 805 871 937 1003 1068 1134 1200 1266 1331 65 413 479 546 612 678 745 811 877 943 1010 1076 1142 1208 1275 1341

60 417 484 550 617 684 751 817 884 951 1018 1085 1151 1218 1285 1352

55 420 488 555 622 689 757 824 891 958 1026 1093 1160 1227 1295 1362 50 421 489 557 624 692 759 827 894 962 1030 1097 1165 1232 1300 1368

45 422 490 557 625 693 761 829 897 964 1032 1100 1168 1236 1304 1371

40 421 489 557 625 693 761 829 897 965 1033 1101 1169 1237 1305 1373

.79/310 85 413 479 544 610 676 741 807 873 938 1004 1069 1135 1201 1266 1332 80 415 482 548 614 681 747 813 880 946 1012 1079 1145 1211 1278 1344

75 419 486 553 620 687 754 821 888 955 1022 1089 1156 1223 1290 1357 70 423 491 558 626 694 761 829 897 964 1032 1100 1168 1235 1303 1371

65 425 493 561 630 698 766 834 903 971 1039 1108 1176 1244 1313 1381

60 428 496 565 634 703 772 840 909 978 1047 1116 1184 1253 1322 1391 55 429 498 567 636 705 774 843 912 981 1051 1120 1189 1258 1327 1396

50 430 499 568 638 707 776 845 915 984 1053 1122 1192 1261 1330 1399

45 429 499 568 637 707 776 846 915 984 1054 1123 1193 1262 1331 1401 40 429 499 568 637 707 776 846 915 985 1054 1123 1193 1262 1332 1401

.79/330 85 423 490 557 624 691 758 825 892 958 1025 1092 1159 1226 1293 1360 80 425 493 560 628 695 763 830 898 965 1033 1100 1168 1235 1303 1370

75 428 496 564 632 700 768 836 904 973 1041 1109 1177 1245 1313 1381

70 431 500 568 637 705 774 842 911 979 1048 1116 1185 1253 1322 1390

65 432 500 569 638 707 776 845 914 982 1051 1120 1189 1258 1327 1396

60 433 503 572 641 710 779 848 917 987 1056 1125 1194 1263 1332 1402

55 435 504 574 643 713 782 851 921 990 1060 1129 1198 1268 1337 1407

50 434 504 573 643 712 782 851 921 991 1060 1130 1199 1269 1338 1408

45 434 503 573 642 712 782 851 921 990 1060 1129 1199 1268 1338 1407

40 432 501 571 641 710 779 849 918 988 1057 1127 1196 1265 1335 1404

LRC 85 403 466 530 594 657 720 784 847 909 972 1035 1097 1160 1222 1284 80 399 463 527 590 653 716 779 842 905 967 1030 1092 1154 1216 1278

75 397 461 524 587 649 712 774 837 899 961 1023 1085 1146 1208 1269

70 395 458 520 583 645 707 769 831 892 954 1015 1077 1138 1199 1260 65 391 453 515 576 638 700 761 822 883 944 1005 1066 1127 1187 1248

60 390 452 513 575 636 697 759 820 880 941 1002 1062 1123 1183 1243

55 388 450 512 573 634 695 756 817 878 938 999 1059 1119 1179 1239 50 383 444 505 566 627 688 748 809 869 929 989 1049 1108 1168 1227

45 377 437 498 558 618 678 738 798 857 917 976 1035 1094 1153 1212

40 370 430 489 549 608 668 727 785 844 903 961 1020 1078 1136 1194

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ENGINE INOP

B737-800NG - MAX CONTINUOUS THRUST

Decompression Critical Fuel Reserves - LRC Cruise

Based on: Emergency descent to 10000 ft, level cruise at 10000 ft, 250 KIAS descent to 1500 ft,

15 minutes hold at 1500 ft, approach and land. Allowance for performance deterioration not

included. Includes APU fuel burn.

Adjustments:

Increase forecast headwind or decrease forecast tailwind by 5% if an acceptable wind forecasting

model is used; otherwise, increase diversion fuel by 5% to account for wind errors.

Increase fuel required by 0.5% per 10°C above ISA.

When icing conditions are forecast, use the greater of engine and wing anti-ice on (7%) for the

total forecast time or engine and wing anti-ice on and ice drag (17%) for 10% of the forecast

time.

Compare the critical fuel reserves required for all engines cruise, engine inoperative cruise, and

engine inoperative driftdown and use the higher of the three.

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ENGINE INOP


Driftdown Critical Fuel Reserves - LRC Driftdown / Cruise

Based on: Driftdown to and cruise at level off altitude, 250 KIAS descent to 1500 ft, 15 minutes

hold at 1500 ft, approach and land. Allowance for performance deterioration not included.

Includes APU fuel burn.

Adjustments:

(1) Increase forecast headwind or decrease forecast tailwind by 5% if an acceptable wind

forecasting model is used; otherwise, increase diversion fuel by 5% to account for wind

errors.

(2) Increase fuel required by 0.5% per 10°C above ISA.

(3) When icing conditions are forecast, use the greater of engine and wing anti-ice on (10%) for

the total forecast time or engine and wing anti-ice on and ice drag (30%) for 10% of the

forecast time.



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ENGINE INOP


Decompression Critical Fuel Reserves - 280 KIAS Cruise




Adjustments:



errors.


(3) When icing conditions are forecast, use the greater of engine and wing anti-ice on (6%) for

the total forecast time or engine and wing anti-ice on and ice drag (17%) for 10% of the

forecast time.



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ENGINE INOP


Driftdown Critical Fuel Reserves - .76/280 KIAS Driftdown / Cruise




Adjustments:



errors.


(3) When icing conditions are forecast, use the greater of engine and wing anti-ice on (8%)

for the total forecast time or engine and wing anti-ice on and ice drag (27%) for 10% of

the forecast time.



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ENGINE INOP






Adjustments:



errors.




the forecast time.


engine inoperative drift down and use the higher of the three.

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ENGINE INOP






Adjustments:



errors.




the forecast time.



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ENGINE INOP






Adjustments:



errors.




the forecast time.



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ENGINE INOP






Adjustments:



errors.




the forecast time.



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ENGINE INOP






Adjustments:



errors.




the forecast time.

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ENGINE INOP






Adjustments:



errors.




the forecast time.

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7.5.9 In-flight one-engine-inoperative performance data for Boeing 737-700 NG

ENGINE INOP


Area of Operation

Based on standard day and drift down starting at or near optimum altitude

SPEED (M/KIAS)



(1000 KG) 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

.76/280 85 383 442 502 561 620 679 739 798 857 917 976 1035 1095 1154 1213

80 390 451 512 573 634 695 756 816 877 938 999 1060 1121 1181 1242

75 395 457 520 582 644 706 769 831 893 956 1018 1080 1142 1205 1267

70 401 465 529 592 655 719 782 846 909 973 1036 1100 1163 1227 1290

65 407 472 536 601 665 730 794 859 923 988 1052 1117 1181 1246 1310

60 412 477 543 608 674 739 804 870 935 1001 1066 1131 1197 1262 1328

55 416 482 548 615 681 747 814 880 946 1012 1079 1145 1211 1278 1344

50 418 485 552 619 686 753 820 887 954 1021 1088 1155 1222 1289 1356

45 420 487 555 622 690 758 825 893 960 1028 1095 1163 1230 1298 1365

40 421 489 557 625 693 761 829 897 966 1034 1102 1170 1238 1306 1374

.79/290 85 391 451 511 572 632 692 752 812 873 933 993 1053 1113 1173 1234

80 397 459 521 582 644 706 767 829 890 952 1013 1075 1136 1198 1260

75 402 465 527 590 653 716 779 842 904 967 1030 1093 1156 1218 1281

70 407 471 535 599 663 727 790 854 918 982 1046 1110 1173 1237 1301

65 412 477 542 606 671 736 801 865 930 995 1060 1124 1189 1254 1319

60 417 482 548 614 679 745 810 876 941 1007 1073 1138 1204 1269 1335

55 420 486 553 619 685 751 818 884 950 1016 1083 1149 1215 1281 1347

50 422 488 555 622 689 756 822 889 956 1023 1090 1156 1223 1290 1357

45 423 490 558 625 693 760 827 895 962 1030 1097 1164 1232 1299 1367

40 423 491 559 627 695 763 831 898 966 1034 1102 1170 1238 1306 1374

.79/310 85 401 463 524 586 647 708 770 831 892 954 1015 1076 1138 1199 1260

80 406 469 531 593 655 717 779 842 904 966 1028 1090 1152 1214 1276

75 409 472 535 598 660 723 786 849 911 974 1037 1099 1162 1225 1288

70 413 477 541 604 668 731 795 858 921 985 1048 1112 1175 1239 1302

65 417 482 546 610 674 738 802 866 931 995 1059 1123 1187 1251 1315

60 420 485 550 614 679 744 809 873 938 1003 1068 1132 1197 1262 1327

55 423 488 554 619 684 750 815 881 946 1011 1077 1142 1208 1273 1338

50 423 490 556 622 688 754 820 886 952 1018 1083 1149 1215 1281 1347

45 423 490 556 623 689 755 822 888 955 1021 1088 1154 1220 1287 1353

40 422 489 556 623 690 756 823 890 957 1023 1090 1157 1224 1290 1357

.79/330 85 407 469 531 592 654 715 776 838 899 961 1022 1084 1145 1207 1268

80 411 473 535 598 660 722 784 846 908 970 1032 1094 1156 1218 1280

75 412 475 538 600 663 726 788 851 913 976 1038 1101 1164 1226 1289

70 415 478 542 605 668 731 794 857 920 983 1046 1109 1172 1235 1298

65 418 482 545 609 672 736 799 863 926 990 1053 1117 1181 1244 1308

60 420 485 549 613 677 741 805 869 933 997 1061 1125 1189 1253 1317

55 422 487 551 616 680 744 809 873 938 1002 1066 1131 1195 1260 1324

50 422 487 552 616 681 746 811 875 940 1005 1070 1134 1199 1264 1329

45 421 486 551 616 681 746 811 876 941 1006 1071 1136 1201 1266 1331

40 419 484 550 615 680 745 810 875 940 1006 1071 1136 1201 1266 1331

LRC 85 390 451 512 573 633 694 754 814 875 935 994 1054 1114 1173 1232

80 391 453 514 575 637 698 758 819 880 940 1001 1061 1121 1182 1241

75 390 452 514 576 637 699 760 821 882 943 1004 1065 1125 1186 1246

70 391 453 515 577 638 700 762 823 884 945 1006 1067 1128 1189 1249

65 390 452 515 577 638 700 762 823 885 946 1007 1068 1129 1190 1250

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SPEED (M/KIAS)



(1000 KG) 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200

60 390 452 514 576 638 699 761 822 883 944 1005 1066 1127 1187 1248

55 387 449 511 573 634 696 757 818 879 940 1000 1061 1121 1182 1242

50 382 444 505 566 627 688 749 810 870 930 991 1051 1111 1170 1230

45 377 438 499 559 620 680 740 800 860 919 979 1038 1097 1157 1216

40 371 431 491 551 611 670 730 789 848 907 966 1025 1083 1142 1200

ENGINE INOP


Long Range Cruise Critical Fuel Reserves

Based on:

Emergency descent to 10000 ft

Level cruise at 10000 ft

250 KIAS descent to 1500 ft

15-minute hold at 1500 ft

One missed approach, approach and land

5% allowance for wind errors

Includes APU fuel burn

Increase fuel required by 0.5% per 10°C above ISA.

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If icing conditions exist, increase fuel required by 17% to account for engine and wing anti-ice

on (7%) and ice accumulation on unheated surfaces (10%).

Allowance for performance deterioration not included.

Compare the fuel required for all engine and engine inoperative critical fuel reserves and use the

higher of the two.

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ENGINE INOP


280 KIAS Cruise Critical Fuel Reserves

Based on:




15-minute hold at 1500 ft




Increase fuel required by 0.5% per 10°C above ISA



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Compare the fuel required for all engine, engine inoperative critical fuel reserves, and the use the

higher of the two.

ENGINE INOP



Based on:




15 minute hold at 1500 ft




Increase fuel required by 0.6% per 10°C above ISA

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Compare the fuel required for all engine and engine inoperative critical fuel reserves and use the

higher of the two.

ENGINE INOP



Based on:








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(2) If icing conditions exist, increase fuel required by 18% to account for engine and wing

anti-ice on (5%) and ice accumulation on unheated surfaces (13%).

(3) Allowance for performance deterioration not included.

(4) Compare the fuel required for all engine and engine inoperative critical fuel reserves and

use the higher of the two.

ENGINE INOP



Based on:








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PROCEDURES




(2) If icing conditions exist, increase fuel required by 19% to account for engine and wing

anti-ice on (5%) and ice accumulation on unheated surfaces (14%).

(3) Allowance for performance deterioration not included.

(4) Compare the fuel required for all engine and engine inoperative critical fuel reserves and

use the higher of the two.

7.6 ENGINE / AIRCRAFT DATA RECORDING

7.6.1 IRS's RVSM post flight monitoring

The IRS drift (in terms of position deviation and residual ground speed) is recorded at the gate,

in accordance with the FCOM RwandAir SOP's, and a log book entry is performed if the IRS

position deviation or residual ground speed exceed(s) the relevant limits.

Any discrepancy affecting the RVSM flights will be reported.

7.6.2 Reporting of operational events and aircraft defects

All ETOPS significant defects (i.e. which would prevent the aircraft to be dispatched on an

ETOPS flight in compliance with the MEL) will be duly reported in the log book for

maintenance assessment and corrective action, as required.

The following systems are considered significant with respect to ETOPS operation:

(1) Air conditioning and pressurization systems,

(2) Communication systems,

(3) Electrical power supply, including batteries,

(4) Emergency equipment,

(5) Fire detection and extinguishing systems,

(6) Flight controls,

(7) Fuel system,

(8) Hydraulic systems,

(9) Ice protection systems,

(10) Flight instruments,

(11) Pneumatic systems,

(12) Navigation systems,

(13) APU,

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(14) Propulsion systems (starting and ignition, parameters indications, oil Consumption

trend),

(15) Any other system, as required per company policy / national regulation or as a

function of the area of operation.

The following ETOPS significant occurrences and / or events will be duly reported for further

analysis by RwandAir to aircraft manufacturer and Rwanda Civil Aviation Authority (RCAA)

(1) IFSD, IFTB, uncommanded thrust changes, loss or lack of throttle control, failure to

reach the commanded thrust, malfunction and / or abnormal behavior of an ETOPS

significant system (as listed above).

(2) Flight crew have been made aware and alert to record the relevant flight parameters,

engine / system parameters and event circumstances, and have been instructed on the

use the available on-board recording equipment.

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CHAPTER 8: MAINTENANCE

PROCEDURES



CHAPTER 8: MAINTENANCE PROCEDURES

Table of Contents

CHAPTER 8: MAINTENANCE PROCEDURES .................................................................... 1

8.1 GENERAL ..................................................................................................................... 3

8.2 AIRCRAFT CONFIGURATION CONTROL .............................................................. 3

8.3 DEFECTS RECTIFICATION ....................................................................................... 3

8.4 ETOPS SERVICE CHECK ........................................................................................... 3

8.5 VERIFICATION FLIGHTS .......................................................................................... 3

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8.1 GENERAL

The RwandAir MCM provides the details of the policies, procedures and documents used by

RwandAir for the maintenance of the fleet, and particularly those policies, procedures and

documents that are specific to the ETOPS operation.

This section recalls only those policies, procedures and documents, which are known from and

used by the flight crew in their interface with Maintenance.

8.2 AIRCRAFT CONFIGURATION CONTROL

Procedures are defined in the RwandAir MCM to ensure that the required ETOPS aircraft

configuration, as defined in the relevant CMP document, is maintained or that the aircraft is re-

graded to a non-ETOPS status, as required.

8.3 DEFECTS RECTIFICATION

Procedures are defined in the MCM to ensure that the defects, relevant to ETOPS operations

and reported by the flight crew on the aircraft log book, are rectified before any further ETOPS

flight or that the aircraft is re-graded to a non- ETOPS status, as required.

8.4 ETOPS SERVICE CHECK

ETOPS service checks shall be carried out in accordance with guidelines from the Aircraft

maintenance program and procedures from the Contracted AMO’s maintenance procedures

ETOPS maintenance release

As defined on the RwandAir MCM an entry shall be made in the Aircraft technical log after

the ETOPS pre-flight and/or transit check to show if the aircraft has been released to service to

perform an ETOPS flight. Procedures for completing the Aircraft Technical Log shall be

included in the MCM Chapter 3.

8.5 VERIFICATION FLIGHTS

After some maintenance procedures as defined in the Aircraft Maintenance programme, there

shall be a requirement to have verification flights. These requirements shall be stated in the

MCM and aircraft maintenance program.

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CHAPTER 9: TRAINING POLICIES




Table of Contents

CHAPTER 9: TRAINING POLICIES ...................................................................................... 1

9.1 GENERAL ..................................................................................................................... 3

9.2 FLIGHT CREW TRAINING ......................................................................................... 3

9.2.1 ETOPS Training Syllabus ....................................................................................... 3

9.3 DISPATCHERS TRAINING ........................................................................................ 9

9.4 ETOPS CHECK AIRMEN (CHECK - CAPTAINS AND SUPERVISOR -

CAPTAINS) ................................................................................................................. 10

9.5 LISTS OF ETOPS APPROVED PERSONNEL ......................................................... 10

9.6 ETOPS AWARENESS PROGRAM ........................................................................... 10

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9.1 GENERAL

The RwandAir Training Policies are defined in RwandAir SOP’s, FCOM, FCTM, OMD, A330

Training Syllabus, B737NG Training Syllabus, RwandAir MCM, and CMP.

This section recalls only the training policies (minimum initial experience, initial / line /

recurrent training syllabus, definition of ETOPS recency) applicable to the dispatchers and

flight crew ETOPS training.

9.2 FLIGHT CREW TRAINING

The minimum initial experience required by RwandAir for a flight crew member to qualify for

ETOPS is ; ETOPS ground course syllabus followed by SIMULATOR training, Qualification

on type + 2 legs operated on ETOPS SECTORS with a RwandAir flight instructor qualified on

type and on ETOPS.

The initial ETOPS flight crew training syllabus is based on the Airbus Industry and Boeing

recommendations and is part of the ETOPS course.

The ETOPS line training is conducted under the supervision of an ETOPS qualified flight

instructor.

9.2.1 ETOPS Training Syllabus

Objective: To qualify a crew member for ETOPS Operations;

Aimed to: All flight deck crew members;

Methodology: Presentation of the material with audiovisual aids and approved CBT/WBT

Attendance: Presence and self-study

Duration: 4 hours – Initial ground course

Qualification: A final written test with a minimum qualification of 80% on theoretical

knowledge.

Recurrence: The recurrent training consists of an approved CBT/WBT, simulator session part

once in 36 months and line operations yearly recurrent check program

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Content:

1. Ground Course

(1) Familiarity with the ETOPS relevant portions of RCAA regulations.

(2) Flight Planning.

a) ETOPS Area of operation (Time, Speed and Distance).

b) ETOPS computer flight plan.

c) Equal Time Points - ETPs / EEP - EXP.

d) ETOPS Critical Fuel Required - CFR.

(3) Minimum Equipment List (MMEL and Company MEL).

(4) RwandAir Standard operating procedures (SOPs)

a) Aircraft Pre-Flight.

b) FMC/MCDU waypoint loading.

c) Data link procedures (if applicable).

d) En-route procedures.

(5) Non-Normal Procedures.

a) Abnormal and emergency procedures

b) System failures as related to diversion decision making.

c) Diversion Decision Making and Diversion Execution.

d) Passenger recovery plan

e) Crew member incapacitation.

f) Approach and missed approach on alternate power source (without the APU).

(6) En-route Procedures in the event an ETOPS alternate becomes unavailable.

(7) Fuel quantity comparison (planned fuel minus burn compared to fuel on board).

(8) Flight progress monitoring and fuel management.

(9) Cross-feed valve check procedures;

(10) ETOPS check airman program;

(11) Maintenance Forms (APU in-flight start, ECM, APU, Verification flight) as

applicable.

2. ETOPS LINE ORIENTED FLIGHT TRAINING (LOFT)

(1) PREFLIGHT PLANNING

Review the following

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a) Dispatch/Flight Release and CFP.

b) Routing/Plotting Chart/Fuel Requirements.

c) Weather/NOTAMS.

d) ETOPS Compliance;

i. Alternate Airports/Weather period of validity.

ii. Approved Areas of Operation.

(2) FLIGHT DECK PREPARATION

a) IRS/FMC loading and verification procedures

b) Equipment Check

i. present position/Waypoint loading/Course and Distance Check.

ii. Altimeter system check within RSVM limitations.

i. HF/SELCAL/ACARS check.

ii. GMT Time verification.

iii. Document Check.

iv. ETOPS Pre-Departure service check.

(3) BEFORE TAKE-OFF

a) Check each IRS ground speed read out.

b) Verify runway, SID and noise abatement profile/Special procedures.

c) Verify altimeter setting and transition level.

(4) ENROUTE (PROIR TO EEP)

a) Radio communication checks (HF, SATCOM).

b) Departure Navigation and accuracy check, (FMC/GPS vs. actual class 1 VOR DME

position) and record on navigation log.

c) IRS accuracy check and record on navigational log.

d) Compass deviation check and record on navigational log.

e) Send ETOPS verification flight confirmation, if required.

f) Airborne altimeter check, verify acceptable RSVM accuracy.

g) Data link communication procedures (if applicable).

h) Prior to reaching EEP, start the APU (if applicable).

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(5) ENROUTE (ETOPS)

a) EEP check and log on navigational log.

b) Post position plots (10 mins after entry or 2 degrees).

c) VHF Radio frequency management and transponder.

d) Verify Clearance, Mach number on FMC/Mach meter.

e) Verify LNAV/VNAV mode engage (when applicable).

f) Program en-route alternate airports, ETPs and/or diversion routes in 2 fix pages

g) Discuss monitoring VOLMET for weather conditions for Re-Dispatch,

Destination, destination alternate and en-route airports.

h) Monitor FMC next position time estimate (any change of +/- 3mins, notify ATC

immediately).

(6) WAYPOINT PROCEDURES

a) Compare next waypoint identifier, DTK, TK, distance and time in the FMC vs

master flight plan.

b) Record fuel and time on master flight plan.

c) Make position report.

d) Post position plot.

(7) NON-NORMAL PROCEDURES INCLUDING

a) Abnormal and emergency procedures;

b) Systems failures and remaining airplane capability as it relates to the decision to

divert or to continue;

c) Diversion;

d) Crew member incapacitation;

e) A simulated approach and missed approach with only an alternate power source

available, if the loss of two main alternating current electrical power sources with

no APU electrical source available results in significant degradation of

instrumentation to either pilot.

(8) RE-DISPATCH POINT (IF APPLICABLE)

a) Within 2hours of re-dispatch point start refiling procedure.

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b) Fuel estimate for re-dispatch point.

c) Review VOLMET weather for destination and destination alternate airports.

d) Copy and transmit re-dispatch intentions.

e) Verify fuel quantity at re-dispatch position.

(9) ARRIVAL PROCEDURES

a) Contact ATC prior to ETOPS exit for domestic clearance.

b) Enter and verify clearance routing and altitudes in FMC.

c) Arrival accuracy checks (FMC/GPS vs actual class 1 VOR/DME position) and

document on navigational log

d) Verify all company reports are completed.

e) Enter or Verify all flight plan/clearance/holding information and restrictions in

FMC.

f) Load destination alternate routing in route 2 of FMC (if applicable).

g) Perform APU in-flight start check and record results on form.

h) Perform fuel cross feed valve check (if applicable).

(10) POST FLIGHT

a) Log IRS accuracy drift and residual ground speed stationary at ramp.

b) Log last RVSM altimeter accuracy tolerances.

c) Include ETOPS items in trip envelope.

3. CONTINGENCIES

(A minimum of one per phase of Flight)

(1) PREFLIGHT PLANNING

a) MEL/CDL items.

b) NOTAMS/WEATHER

c) Routing not in accordance with approved area of operations

(2) COCKPIT PREPARATION

a) Inaccurate FMC entry (PPOS, FPL loading)

b) Altimeter error

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c) Incomplete paperwork/documentation

d) Inoperative equipment identified during pre-flight checks

e) ETOPS maintenance verification flight confirmation required

(3) BEFORE TAKE-OFF

a) IRS ground speed out of tolerance

b) Aircraft system failure ETOPS critical or non-critical

(4) EN-ROUTE (PRIOR TO EEP)

a) Clearance amendment to include gateway/court out position change to a

new route or track designator.

b) Failure of a long range navigation system (GPS, IRS or FMC).

c) Failure of one radio (HF or SATCOM).

d) Altimeter out of RVSM tolerance.

e) ETOPS airport closed no other ETOPS alternate available- turn back.

f) NO contact from company.

(5) ENROUTE (IN ETOPS/RSVM/MNPS OR RNP AIRSPACE)

a) Wake Turbulence - strategic lateral offset procedure.

b) En-route weather requiring course deviation.

c) Altimeter system out of RVSM tolerance.

d) Failure of a long range navigational system (GPS, IRS, FMC).

e) Failure of a long HF radio.

f) En-route Alternate airport closed/Weather.

g) ETA off more than +/- 3mins.

h) TCAS TA/RA.

i) Aircraft system failure(s).

j) Engine Failure/Fire.

b) Cabin fire.

c) Pilot incapacitation.

(6) WAYPOINT PROCEDURES

a) Post position plot/Course disagreement.

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b) ETA of more than +/- 3mins.

c) Insufficient fuel at waypoint (Fuel Leak).

(7) RE-DISPATCH POINT (IF APPLICABLE)

a) Insufficient fuel estimate for re-dispatch point.

b) Destination alternate weather below minimums requiring a new alternate

(8) ARRIVAL

a) Re-route of ATC clearance

b) Failure of an altimeter system prior to entry into domestic RVSM airspace

APU in flight start check (if applicable) fails to start: 1-3 attempts

4. LINE CHECK

ETOPS operations items as listed above and on the Line Check Form as per SOP.

9.3 DISPATCHERS TRAINING

The minimum initial experience required by RwandAir for a dispatcher to qualify as an ETOPS

dispatcher is; ETOPS ground course based on recommendations + 15 days of ETOPS

preparation flights under the supervision of an ETOPS qualified dispatcher.

The initial ETOPS dispatcher training syllabus is based on the recommendations and is part of

the basic RwandAir dispatcher training program for any new dispatcher.

The ETOPS ground training is conducted under the supervision of an ETOPS qualified

dispatcher for a 15 days period of time.

The recurrent training consists of recurrent ground course each year.

(1) The ETOPS dispatchers are provided with the following documents for reference and / or

continuous training:

(2) RwandAir ETOPS Operations Manual,

(3) FCOM,

(4) RwandAir MEL,

(5) Station and courseware,

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9.4 ETOPS CHECK AIRMEN (CHECK - CAPTAINS AND SUPERVISOR -

CAPTAINS)

The ETOPS check-airmen are responsible for the definition of the ETOPS flight standards,

practices and procedures and for the conduct and supervision of the line training and recurrent

training programs.

(To be confirmed and further elaborated during the first year of operation)

9.5 LISTS OF ETOPS APPROVED PERSONNEL

The list of the ETOPS approved Check - Captains and Supervisor Captains is defined by

RwandAir operations and will be published in RwandAir Ops ETOPS files.

The list of the ETOPS approved Captains and First Officers will be is defined by RwandAir

Operations and published in the RwandAir Ops ETOPS files.

The list of the ETOPS approved Dispatchers is defined by RwandAir Operations and is

published in RwandAir Ops ETOPS files.

9.6 ETOPS AWARENESS PROGRAM

Yearly meeting held with RwandAir Flight Operations and maintenance departments to define

and review the ETOPS rules

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CHAPTER 10: ETOPS OPERATIONS

MONITORING



CHAPTER 10: ETOPS OPERATIONS MONITORING

Table of Contents

CHAPTER 10: ETOPS OPERATIONS MONITORING ......................................................... 1

10.1 GENERAL ................................................................................................................... 3

10.2 ANALYSIS OF OPERATIONAL EVENTS: ............................................................. 3

10.3 ANALYSIS OF AIRCRAFT DEFECTS AND RECTIFICATION ........................... 3

10.4 ETOPS DISPATCH RELIABILITY AND MISSION SUCCESS ANALYSIS -

RELIABILITY CONTROL BOARD .......................................................................... 3

10.5 QUALITY ASSURANCE - AUDITS ......................................................................... 4

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10.1 GENERAL

This section defines the policies, procedures and documents established by RwandAir for the

monitoring of the fleet non-ETOPS and ETOPS operations.

10.2 ANALYSIS OF OPERATIONAL EVENTS:

All significant operational events (ETOPS or non-ETOPS related) subject to a flight crew

report are analyzed by the following heads of departments:

Chief Pilot,

Flight Safety Officer,

A330 Fleet Manager,

B737NG Fleet Manager,

Maintenance Engineering.

10.3 ANALYSIS OF AIRCRAFT DEFECTS AND RECTIFICATION

Aircraft defects exhibiting a recurring pattern are analyzed by the following heads of

departments:

Chief Pilot,

A330 Fleet Manager

B737NG Fleet Manager

Maintenance Engineering,

Quality Assurance Department.

10.4 ETOPS DISPATCH RELIABILITY AND MISSION SUCCESS ANALYSIS -

RELIABILITY CONTROL BOARD

The ETOPS dispatch and operational reliability is analyzed by the following heads of

departments:

Flight Operations,

Maintenance Department,

Quality Assurance

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10.5 QUALITY ASSURANCE - AUDITS

Quality assurance audits are periodically organized by Quality Department, to ensure that the

ETOPS policies, procedures and documents defined in this Operations Manual are complied

with.

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CHAPTER 11: SUPPLEMENT: ETOPS

EN ROUTE PROCEDURES



CHAPTER 11 : SUPPLEMENT: ETOPS EN ROUTE PROCEDURES

Table of Contents

11.1 ETOPS AREA OF OPERATION .................................................................................. 3

11.2 SIGNIFICANT SYSTEMS ............................................................................................ 3

11.3 INTERNATIONAL DISPATCH MAINTENANCE ACTIVITY................................. 3

11.4 VERIFICATION FLIGHT............................................................................................. 3

11.5 PRE-DEPARTURE CHECK ......................................................................................... 4

11.6 WEATHER MESSAGE BEFORE ETOPS ENTRY ..................................................... 5

11.7 180 MINUTE ETOPS .................................................................................................... 5

11.8 INTERNATIONAL DISPATCH PLANNING ETOPS ................................................ 5

11.9 EN ROUTE ALTERNATE REQUIREMENTS ............................................................ 6

11.10 SUITABLE ALTERNATES ....................................................................................... 6

11.11 PLANNED RE-DISPATCH (PRD) ............................................................................ 6

11.12 ATC FLIGHT PLAN ................................................................................................... 7

11.13 REQUIREMENTS FOR RE-DISPATCH ................................................................... 7

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11.1 ETOPS AREA OF OPERATION

RCAA authorizations for RwandAir ETOPS are based on the following fixed distance from en

route alternates. These distances are based on single-engine drift down, in still air, at maximum

continuous thrust, using ETOPS drift down speeds. For RwandAir operations, the maximum

diversion distance is 1312nm (60 minute distance = 440nm, 120 minute distance = 863nm, 180

minute distance = 1312nm).

11.2 SIGNIFICANT SYSTEMS

Significant systems are those, which are required for an ETOPS flight, although some

limitations may be acceptable. RwandAir ETOPS category 180 has specific system

requirements, which become progressively more stringent. When any element of a significant

system is inoperative, the Aircraft MEL must be consulted.

A complete list of significant systems can be found in the RwandAir MCM and the CMP.

11.3 INTERNATIONAL DISPATCH MAINTENANCE ACTIVITY

Work carried out on an ETOPS Aircraft system, any component of which requires an ETOPS

part, must be accomplished by a Mechanic who is ETOPS trained and qualified. On critical

Aircraft systems, maintenance may not be performed on more than one similar component of

that system by the same Mechanic. For example, one Mechanic may not perform maintenance

on more than one engine-driven fuel pump. Should an ETOPS Aircraft be flown domestically,

any maintenance performed on ETOPS-critical systems at a non-ETOPS station must be

checked by an ETOPS-certified Mechanic at an ETOPS station prior to the Aircraft flying an

ETOPS leg. Any questions regarding ETOPS worthiness should be directed to Maintenance

Control.

11.4 VERIFICATION FLIGHT

Certain maintenance activity requires a verification flight or flights before ETOPS. A

verification flight may be either a non-ETOPS flight or a portion of an ETOPS flight before

entering an ETOPS area of operation. The flight crew may be asked to accomplish certain

limited checks during a verification flight to assure that maintenance action has been effective.

Operation is to be monitored for at least 60 minutes of flight, unless a different criterion is

specified by an approved Flight Manual procedure. If verification is successful, Maintenance

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Control must be notified via HF or Stockholm Radio phone patch, and a logbook entry made.

If verification fails, consult with Maintenance Control. Consultation is important because some

adverse indications associated with a system being verified are not sufficient to prevent entry

into ETOPS airspace.

Note: If verification fails for equipment required only for a certain level of ETOPS, operations

at a reduced ETOPS level are still permissible.

11.5 PRE-DEPARTURE CHECK

Before each ETOPS flight, an ETOPS pre-departure check must be accomplished by an ETOPS

qualified mechanic to ensure that the status of the Aircraft is acceptable for ETOPS.

The flight crew must make every effort to obtain weather forecasts and reports for ETOPS en

route alternates. The aircraft must be re-routed or turned back for any of the following

situations:

a) Loss of MNPS or RVSM capability before entering the affected area;

b) Diversion aerodrome(s) becoming unsuitable for any reason;

c) Weather forecasts at destination are lower than the crew minima;

d) Weather minima at diversion aerodrome(s) going below the published minima.

Note: The ETOPS dispatch minima do not apply when airborne.

For ETOPS flights up to 120 minutes do not proceed beyond the EEP if any of these situations

exist:

e) FUEL FILTER message;

f) Cargo compartment fire extinguishing system malfunctions (unless both cargo

compartments are empty and it is determined that no combustible materials are in the

compartments);

g) Loss of left hydraulic system together with an engine-driven generator failure;

h) Engine and/or wing anti-ice malfunction (unless the flight will not operate in known or

forecast icing conditions);

i) Dual IRS failure;

j) Dual EFIS failure (one symbol generator remaining);

k) Dual FMS failure;

For ETOPS flights greater than 120 minutes, do not proceed beyond the EEP if any of the

foregoing situations for flights up to 120 minutes exist, or there is:

a) Left hydraulic system malfunction;

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b) Engine-driven generator failure;

c) Left or centre IRS failure;

d) Weather radar failure.

11.6 WEATHER MESSAGE BEFORE ETOPS ENTRY

Before entering the ETOPS area of operation, the flight crew normally contacts Dispatch

requesting the most current weather for ETOPS en route alternates via HF or Stockholm Radio

phone patch. If the flight crew does not contact Dispatch, the Flight Operations Officer/Flight

Dispatcher will initiate contact with the flight crew.

11.7 180 MINUTE ETOPS

In regard to continued operation under 180 ETOPS, if any condition develops at a designated

en route alternate before entering the ETOPS area that would preclude a safe approach and

landing at that aerodrome, the Flight Operations Officer/Flight Dispatcher must notify the

Commander. After reviewing all applicable factors, the Commander and the Flight Operations

Officer/Flight Dispatcher must concur on a plan for the safe continued operation of the flight.

To continue with 180 minute ETOPS, this plan must include the substitution of a suitable en

route alternate located so that the flight remains within 180 minutes, respectively, of that

aerodrome. If such an en route alternate is not available, the flight may not proceed into the

ETOPS area and a landing short of the ETOPS area may be required. If an alternate becomes

unsuitable after entry into ETOPS airspace, the Commander and Flight Operations

Officer/Flight Dispatcher still must concur on a plan for the safe continued operation of the

flight. This planning, however, may consider continuing to destination, as well as return or

diversion.

11.8 INTERNATIONAL DISPATCH PLANNING ETOPS

Consideration must be given to the fact that the Aircraft may be diverting to the en route

alternate with an engine or other Aircraft systems inoperative. The following also is required

for the entire period from one hour before the planned earliest time of landing until one hour

after the planned latest time of landing:

(1) The latest available weather reports or forecasts or a combination thereof must indicate that

the weather will be at or above alternate minima;

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(2) With respect to the runway that would be used in the event of a diversion, the Forecast

crosswind, including gusts, for the anticipated landing runway should be less than the

maximum demonstrated crosswind;

(3) If a wet or slippery runway condition is anticipated, that condition must be accounted for

when calculating landing runway performance.

11.9 EN ROUTE ALTERNATE REQUIREMENTS

In ETOPS, en route alternates are required when operating beyond 60 minutes from an

adequate aerodrome to keep the flight within the authorised radius (75, 120,138, 180 or 207

minutes) of a potential diversion aerodrome. At the time of dispatch, each en route alternate

designated for use in ETOPS must be a suitable aerodrome, meeting all RCAA requirements

for aerodrome weather, services and facilities applicable to non-ETOPS designated alternates.

11.10 SUITABLE ALTERNATES

After an ETOPS flight departs, designated ETOPS en-route alternates remain suitable as long

as weather reports or forecasts, or a combination thereof, indicate weather at or above the

ETOPS landing minimums during the period when the aerodrome could be used for diversion.

In addition, the following factors continue to permit a safe approach and landing during that

period:

(1) Aerodrome services and facilities;

(2) Wind conditions, including crosswind component, landing distance available and runway

surface conditions.

Aerodromes that would have been suitable en route alternates for the purpose of dispatch,

except that they did not meet alternate weather requirements, may become suitable after take-

off provided they remain at or above landing minimums and all other conditions remain

acceptable. The pilot and Dispatcher should consider such aerodromes when planning the safe

continuation of the flight. Such an aerodrome may be the most suitable in the event of a

diversion.

11.11 PLANNED RE-DISPATCH (PRD)

Planned re-dispatch divides the flight into two segments, which are considered separate flights,

but share a common waypoint. The use of two shorter flight segments allows a reduction in the

fuel required for dispatch by using the same 10 percent flag reserve fuel requirement to fulfill

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the requirements of both segments. Alternate requirements are determined for each segment

under international dispatch rules.

A flight dispatched with a plan to Re-dispatch en route is operating with two plans. The first is

the original dispatch to the intermediate destination, and the second is the plan from the re-

dispatch fix to the intended destination. The terms of original dispatch must be adhered to until

the Commander and the Flight Operations Officer/Flight Dispatcher concur on the terms of the

Re-dispatch. After re-dispatch accepted or unacceptable, the terms are operative and cannot be

changed, except with concurrence between the Commander and the Flight Operations

Officer/Flight Dispatcher.

The flight plan provides information both from the departure aerodrome to the intended

destination and from the Re-dispatch fix to the intended destination. The flight however, is

originally dispatched to the intermediate destination. If, upon reaching the Re-dispatch fix, the

flight has sufficient fuel on board to reach the intended destination with the required fuel

reserves, based on the intended destination forecast weather and operational conditions at that

time, the flight is Re-dispatched to the intended destination.

11.12 ATC FLIGHT PLAN

When operating with a plan to Re-dispatch, the ATC flight plan is filed to the intended

destination. ATC will be unaware that a flight has been released on a planned Re-dispatch. If

it becomes necessary to land at the intermediate destination, a clearance to that aerodrome must

be requested using the routing information provided in the OFP.

11.13 REQUIREMENTS FOR RE-DISPATCH

With the exception of MEL considerations for defects discovered after take-off, all RCAA and

Company requirements applicable when dispatching before take-off also apply when Re-

dispatching en route. These requirements include but are not limited to weather, terminal, and

en route facilities and fuel supply.

Once the flight has departed, and within 2 hours prior to the flight’s arrival over the designated

Re-dispatch point, and prior to executing the Re-dispatch, the Commander must be provided

with updated information concerning weather conditions, ground facilities, and services at the

destination and alternate aerodromes specified in the Re-dispatch. If the route of flight to be

used to the new destination aerodrome is different from the planned route, the new route of

flight must be specified.

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The Re-dispatch confirmation will be sent from dispatch within two hours prior to the Re-

dispatch point.

If the Re-dispatch confirmation is not received within one hour prior to the Re-dispatch point,

contact dispatch.

If the Commander intends to continue to the planned destination after receiving the re-dispatch

confirmation, transmit "Re-dispatch Acceptable" to dispatch. If circumstances preclude

continuing to the planned destination, transmit "Re-dispatch Unacceptable".

Proceed to the planned destination only if the flight can be operated as planned and the Re-

dispatch confirmation has been received and accepted. If these requirements are not met,

request ATC clearance to proceed to the intermediate aerodrome. Continue to attempt to obtain

the Re-dispatch confirmation.

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APPENDICES



APPENDICES

Table of Contents

SITA FLIGHT PLAN WITH ETOPS LEGENDS ................................................................ 3

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APPENDIX 1SITA flight plan with ETOPS legends

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Documents

Copy ETOPS OPERATIONS MANUAL (EOM) Uncontrolled