ETOPS MANUAL

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PREFACE A320-232 & A321-232 aircraft have the Type Design Certification to undertake ETOPS operations. DGCA approval has been obtained for conduct of ETOPS flights using A320 & A321 aircraft as per registration numbers & routes as enumerated in Kingfisher AOP Number S 12. This manual provides procedures for ETOPS based on provisions in CAR Section 2- Airworthiness Series O. Part VIII issue I, dated 11/08/1999 along with FAA Advisory Circular AC120-42B and EASA AMC 20-6 for ETOPS operations. The manual is to be used as a guide for company procedures. Pilots are advised to be abreast with latest developments/regulations on the subject and of any changes thereof. Certain details inserted in the manual are for illustrative purpose only. These are subject to change during actual operations (e.g. ATS route, Computerized Flight Plan etc) In case of variation between contents of this manual and provisions of OEM documents (such as AFM, FCOM) or regulatory documents on the subject, the provisions contained in the latter will apply.

Capt Ron Nagar Sr. Vice President Flight Operations & Training

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1.0 List of Effective pages Section 0.0 1.0 1.1 1.2 1.3 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19.0 Title Preface LEP Record of Amendments DGCA Approval AOP Extract Additional abbreviations Introduction Training Syllabus Glossary of Terms ETOPS Weather minima ETOPS Approval Airport wise ETOPS minima/ HF VOLMET frequencies Dispatch Procedure ETOPS Fuel Requirements Diversion Strategy Flight Crew Procedure Dispatch Related Cockpit Procedures Calculation of ETP Extract from FCOM ETOPS Pilot Guide List of FCOM CrossReference Tables Example of ETOPS CFP ETOP Alternates Combinations & Impact Page 01 3 4 5 6 7-8 9 11-12 13-16 17 18 19 21 22 23-25 26-30 31 32-33 34 35 36 37-40 41 Ver 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

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Date 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10 20 Apr 10

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1.1

Record of Amendments

PAGE NO.

EFFECTIVE DATE

AMENDED BY

SIGNATURE

Note: 1. Handwritten revisions are not permitted. 2. Changes will be annotated by a vertical line on the left side of the amended text. 3. Temporary revisions will be issued under authority of SVP Flight Operations & Training. These are to be inserted after page 05 & before Contents page.

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1.2 DGCA Approval

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1.3

AOP Extract

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2.0 A List of Additional abbreviations ACJ Advisory Circular Joint ACMS AD ADD AIR AMC AMM AOC ARS B C BMC CAP CMP CMS COI E EIS ETCL F G H I

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Aircraft Condition Monitoring System Aircraft Deferred Defect

Airworthiness Directive Aircraft Inspection Report Acceptable Means of Compliance Aircraft Maintenance Manual Air Operator Certificate (AOC Holder) Airworthiness Review Sheet Bleed Air Monitoring Computer Civil Aviation Publication Configuration, Maintenance, Procedures Centralized Maintenance System Carry Over Item Entry Into Service ETOPS Technical Concession List Flight Operational and Reliability Data of

(ETOPS CMP Doc)

EMPM ETOPS Maintenance Procedure Manual

FORDRS Retrieval

GAI General Acceptable means compliance/Interpretative and explanatory material HIL IEM IFSD IL Hold Item List Interpretative And Explanatory Material In-Flight Shut Down Information Leaflet

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L LAF LCL M MAN MRIU MTBF MTBR MTOP N O NTO Load Alleviation Function Line Check List Maintenance Advisory Notice

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Maintenance and Recording Interface Unit Mean Time Between Failure Mean Time Between Removal Maintenance Task Operating Plan No Technical Objections

OBRM On Board Replaceable Unit OCM O.R Oil Consumption Monitoring Operational Reliability Program Certification Manager Part Number

PCM P/N

PIREPS Pilot Reports PPIPC Power plant Illustrated Parts Catalog R S RTB SB SFE SSA T TCDS TDD TIR TFU TSM V VSB Reliability Tracking Board Service Bulletin Seller Furnished Equipment System Safety Assessment Type Certificate Data Sheet Airbus Technical Design Directives Technical Incident Report Technical Follow-Up sheet Trouble Shooting Manual Vendor Service Bulletin

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3.0 Introduction

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Extended Range Twin engine Operation (ETOPS) are procedures adopted by twin engine aeroplanes to operate over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport. These requirements are applicable to routes over water as well as remote areas over land. This manual provides procedures for ETOPS based on provisions in CAR Section 2- Airworthiness Series O. Part VIII issue I, dated 11/08/1999 along with FAA Advisory Circular No. AC120-42B and EASA ETOPS Rules as contained in EASA AMC 20-6 for ETOPS operations. Salient aspects of CAR that are mandatory prior to conduct of ETOPS are as follows: The operators overall safety record Flight crew training Dispatch training Maintenance training Maintenance programme Propulsion system reliability Continued Airworthiness Program Continuing Surveillance

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4.0

ETOPS TRAINING SYLLABUS

4.0.1 TECHNICAL SYLLABUS 1. 2. 3. 4. 5. 6. Introduction ETOPS-MEL Cockpit Preparation Pre-flight Check In-flight Abnormal Procedure Emergency Procedure

4.0.2 PERFORMANCE SYLLABUS 1. 2. 3. Definitions & Explanation of Circulars Extended Range Operations Threshold ETOPS Approval a. Type design approval b. Continuing airworthiness c. Operational approval d. Continuing surveillance ETOPS routes approved for A320/321 Engine out Pressurization failure Engine and Pressurization failure Exercises on AOM for ETOPS approved minima

4. 5. 6. 7. 8.

4.0.3 STANDARD ETOPS TRAINING Initial training for flight crew and dispatchers: Kingfisher Airlines will provide comprehensive training containing academic knowledge and practical application on ETOPS. Emphasis will be laid on understanding the operating constraints in an ETOPS environment.

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4.0.4 Ground Training

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The training will include Class room training session comprising of one day for flight crew for a minimum period of 8 hours. The same will be applicable to flight dispatchers also. 4.0.5 Line Training Line training will comprise one leg in an operating seat with a training captain on an ETOPS segment. 4.0.6 Recurrent Training Recurrent training will comprise of: a. b. Discussion on ETOPS & practice on simulator during IR/LR, LR; or One sector route check every year with a training captain on actual aircraft which can be combined with license renewal route check.

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5.0 Glossary of Terms ETOPS: (Extended Range Operations with Two Turbine Engines). Extended Range Operations are those intended to be conducted over a route that contains a point more than 60 minutes from an adequate airport at the selected one-engineinoperative speed in still air and ISA (or prevailing delta ISA) conditions.
ADEQUATE AIRPORT:

An airport which satisfies the aircraft performance requirements applicable at the expected landing weight, and sufficiently equipped to be safely used. Additional Factors mandatory for selection of adequate airport are: A published Instrument Approach. Runway threshold lights and side lights. Category of rescue & fire fighting SUITABLE AIRPORT An adequate airport is considered SUITABLE when: Weather forecast is better than ETOPS required Dispatch weather minima for defined time period; The airport is, and will remain available for that time period as per applicable NOTAMS (i.e. there is no reduction in runway availability, ground services, approach aids etc); Runway conditions and surface cross wind forecast are within laid down limits for single engine ops. AIRCRAFT REFERENCE WEIGHT: The highest of the estimated gross weight at the Critical Point, considering take off at maximum takeoff weight and standard speed schedule, in still air and ISA (or ISA deviation) conditions.

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ONE ENGINE OUT DIVERSION SPEED: It is the one-engineout speed that has been considered as diversion speed for: Establishing the area of operation Calculating the single-engine fuel planning Ensuring the net flight path clears obstacles with the regulatory margin. For Kingfisher fleet following speeds has been selected MCT/320 kt IAS THRESHOLD TIME: It is maximum diversion time established by the State (60 Minutes) on single engine in still air and ISA conditions within which there shall be an adequate airport from every point on a route for normal operations. MAXIMUM DIVERSION TIME: This is the maximum flying time authorized from any point on the route to the nearest adequate airport for landing. It is not an operational time limitation for conducting a diversion. The actual diversion time may be effected by other factors such as weather conditions. MAXIMUM DIVERSION DISTANCE: The Maximum Diversion Distance is the distance covered in Still Air and ISA (or Prevailing Delta ISA) conditions within the Maximum Diversion Time at the selected one-engine-out diversion speed schedule and at the associated cruise altitude (including the Descent from the initial cruise altitude to the diversion cruise altitude). A320/A321 fleet has been approved by DGCA for 120 Minutes enroute

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KINGFISHER has used following values for Diversion Distance: GROSS REF WT (KG) 67,800 81,600 MIN FL 100 100

Maximum

AIRCRAFT A320-232 IAE V2527-A5 A321-232 IAE V2530-A5

TIME (MINUTES) 120 120

DIST (NM) 796 778

ETOPS AREA OF OPERATION: This is the area in which it is authorized to conduct a flight under ETOPS regulations and is defined by the Maximum Diversion Distance from an adequate Airport or sets of Adequate Airports. ETOPS ENTRY POINT (EEP): This is located on the aircraft's Outbound Route at one hour flying time, at the selected oneengine-out Diversion speed schedule (in still air and ISA conditions), from the last adequate airport prior to entering the ETOPS Segment.

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ETOPS EXIT POINT (EXP): This is located on the aircraft's Outbound Route at one hour flying time, at the selected oneengine-out Diversion speed schedule (in still air and ISA conditions), from the first adequate airport towards destination. EQUITIME POINT (ETP): An Equitime Point is a point on the aircraft route which is located at the same flying time from two suitable airports. CRITICAL POINT (CP): The point on the route, which is critical with regard to ETOPS fuel requirements if a diversion has to be initiated from this point. PRE-DISPATCH: Pre-dispatch refers to the time the crew leaves Terminal Aircraft after collecting papers for the aircraft. TEMPO Applicability: The adequate diversion airport is to be considered as NOT SUITABLE when visibility under TEMPO is below ETOPS weather minima due to conditions of Fog (FG), Mist (BR) or Haze (HZ) In all other cases of conditions, the airport is to be considered as Suitable for filing as ETOPS alternate during pre-flight dispatch stage.

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6. ETOPS Weather Minima AIRPORT EQUIPMENT At least one operational Nav aid (Precision/NPA) Weather minima for precision approaches At least two operational Nav Aids (Precision/NPA) on two separate RWYs CEILING (FT) 400 ft + published Minima

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VIS (M) 1500 m + published Minima

airports equipped with precision or nonon TWO separate RWYs 200 ft + published Minima 800 m + published Minima

Note: Threshold distance used by Kingfisher Airlines (60 minutes still air range at MCT/320 kt, Ref Gross weight 70 T & FL 140) is 408 nm

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7.0 ETOPS APPROVAL The Following sector is approved for ETOPS Mumbai- Singapore Mumbai Bangalore Dubai - Bangalore Example of Route Map

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ATS ROUTES VABB BIXOR4 AGELA N571 GUNIP R467 VKL A464 ARAMA BOBA1A WSSS WSSS VJR8B VJR B466 GUNIP N571 AGELA MOLG1C VABB ETOPS Alternates West side of Bay of Bengal East side of Bay of Bengal Chennai, Bangalore, Colombo, Medan, Penang, Phuket, Kuala Hyderabad or Mumbai Lumpur, Singapore Many combinations are possible. Details in Annexure 1. Bangalore-Dubai-Bangalore Cochin, Karachi, Muscat

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8.0 Airport wise ETOPS minima/ HF VOLMET frequencies

ETOPS DISPATCH MINIMA PRECISION APPROACH DA(DH)ft Abu Dhabi Bangalore Bangkok Chennai Colombo Dubai Hyderabad Kuala Lumpur Mumbai Muscat Penang Phuket Sharjah Singapore ILS 31R ILS 09 ILS 19R ILS 25 ILS 22 ILS 30L ILS 27 ILSDME 32R ILS 09 ILS 08 ILS 04 ILS 27 ILS 30 ILS 02L 547(475) 3605(604) 405(400) 750(698) 665(636) 459(400) 2625(601) 470(400) 670(655) 657(609) 700(690) 940(858) 711(600) 422(400) VIS(m) 1700 2300 1600 2400 2300 1600 2300 1600 2400 2300 2400 3700 2300 1600 VOR 13L VOR 09 LOC 19R VOR 25 VORDME 22 VORDME 12L VOR 09 32R LOCDME VOR 27 VORDME 08 VORDME 22 VOR Y 27 VOR 30 VORDME 20C

NPA PROC MDA(MDH)ft 740(652) 4020(1003) 740(635) 1210(1158) 940(911) 1160(1150) 2830(861) 1060(990) 1420(1398) 850(802) 1470(1340) 1480(1398) 920(824) 780(765) VIS(m) 2800 4300 3200 5500 3500 4800 3500 4400 6300 3500 6300 6300 3500 3200

PROC

8.0.1

HF VOLMET Frequencies Ident Frequencies 6676 KHz 11387 KHz 2965 KHz Period Broadcasts H + 10 to 15 & H + 40 to 45 H + 20 to 25 & H + 50 to 55

Station Bangkok Phuket Kuala Lumpur Rayong Chennai Yangon Singapore Kuala Lumpur Penang Sepang

Bangkok Radio

H24

Singapore (Changi) Radio

6676 KHz 11387 KHz

H24

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9.0 9.0.1

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Dispatch Procedure Additional Protocol for ETOPS planning: i. Minimum ETOP Segment; ii. Preference for Indian over foreign stations; iii. Availability of KFR facilities either on station or in vicinity; iv. There are cases where ETOP route requirement is met by single ETOP Alternate: a. Efforts shall be made to give 2 ETOP alternates, if possible, not with standing with stipulation in i, ii & iii; b. Only if 2 ETOP alternates are not possible, that the flight shall be dispatched with 1-ETOP alternate; ETOPS MEL requirements must be met.

v.

Note: SABRE FP Systems logic does not permit an ETOP CFP to be generated without meeting ETOP range requirement. 9.0.2 In-flight Assistance i. Advise crew prior EEP through ACARS free text message of any degradation of any of ETOP alternates (like runway not being available or weather being below AOM); ii. Warn crew through ACARS message if any nominated ETOP alternate gets degraded, with possible suggestions; iii. In scenario ii, if no ACK message is received from Flight, initiate a SATCOM call; iv. In case of diversion: a. Inform handling agent; b. Inform any other KFR personnel based at that station; c. Monitor ACARS for any further assistance that flight may require; d. Start process of aircraft recovery.

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10.0 ETOPS FUEL REQUIREMENTS

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ETOPS fuel requirements are based on the most critical scenario in the event of diversion enroute at any point. Diversion fuel This includes the following: Fuel burn-off from C.P. to diversion airport; 15 minutes holding at Green Dot speed; First (IFR) approach/Go-Around/second (VFR) approach; 5% of the above as contingency fuel; 5% fuel mileage penalty / Performance Factor; Effect of any CDL and/or MEL item; If Icing conditions are forecast, then include fuel required for wing & nacelle AI ON Effect of ice accretion on unheated surfaces

Icing conditions forecast This is determined using the 700 hPa (FL100) temperature forecast to determine the icing area bounded by temperatures ranging from Zero to -20 C Effect of Ice accretion on unheated surfaces Fuel provision factor is a percentage equal to three times the forecast exposure time in hours. For example, if forecast exposure time is 02 hours, the fuel provision factor is 06%. This is over & above the fuel required for WAI & NAI. Note: APU fuel is to be considered (APU GEN ON, APU BLEED OFF) if used as a power source.

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11.0

DIVERSION STRATEGY

Diversion during ETOPS can be classified into four categories, as follows: i. Loss of MNPS capability, before entering area. MNPS

ii. 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. iii. Failure cases requiring a diversion to the nearest airport. (LAND ASAP message on ECAM and/or in QRH) iv. Failure cases resulting consumption, exceeding reserves. in increased the available fuel fuel

Single Engine Operation Aircraft Type Descent Cruise 320/321 M0.78/320 Kt MCT/320 Kt

This speed scheduled has been used for: Establishing the area of operation Calculating the diversion fuel requirements for single-engine ETOPS fuel scenario Demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).

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During diversion, flight crew is expected to use the planned speed schedule. However, based on evaluation of actual situation, the pilot in command has authority to deviate from this planned one-engine-inoperative speed. Diversion strategy is based on a failure case occurring at the CP and requiring a diversion. In terms of fuel planning, this point is the least favourable and hence called critical DEPRESSURIZATION

Emergency descent at VMO/MMO with speed brakes extended down to flight level 100 (FL 150) or MORA whichever is higher Diversion cruise performed at LRC speed Note: Diversion cruise at a flight level that is above FL100 is subject to availability of oxygen supply for the maximum diversion time for flight crew, and a required percentage of passengers as per regulatory requirement.

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ENGINE FAILURE & DEPRESSURIZATION

Emergency descent at VMO/MMO with speed brakes extended to FL100 or MORA whichever is higher. Diversion cruise performed at the speed schedule adopted for determination of area of operation. The Net flight path would clear obstacles by the required margin in the event of engine failure, on the ETOPS route.

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12.0 FLIGHT CREW PROCEDURE

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12.0.1 COCKPIT PREPARATION Additional checks may be required prior to each ETOPS flight. These are listed in relevant sections of FCOM. These include Check of APU and APU generator & of fuel cross-feed valve. 12.0.2 Fuel The flight crew must check the correct operation of fuel cross feed valve before each flight: i. FUEL X FEED...ON Check on the ECAM FUEL page that the fuel cross feed valve is open (indication in line green). ii. FUEL X FEEDOFF Check that the fuel cross feed valve is closed. 12.0.3 FMS PREPARATION F-PLN check is to be made by both crew member, one reading F-PLN on MCDU, the other checking track and distance with the navigation charts or the CFP which must be previously cross-checked with ATC F-PLN and navigation charts during flight preparation. Particular attention must be given to waypoints which are not defined in the FMS data base. It is recommended that the defined waypoints function be used to name the lat / long waypoints. Do not string EEP and ETPs to the F-PLN. Therefore they will be displayed if the WPT Key is selected on the EFIS control panel.

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Wind entries should be performed on all the relevant FMGS pages to ensure dependable fuel and time predictions along the flight and during diversion. 12.0.4 ETOPS TRANSIT SERVICE CHECK Check in tech log that the ETOP certification window has been ticked before accepting the aircraft. 12.0.5 AFTER ENGINE START PROCEDURES After engine start, ECAM STATUS page is checked. Failures which were known at the time of preparation are normally already covered by MEL entries. Additional failures may occur which require the crew to proceed as per company policy to dispatch the aircraft. At this point MEL ETOPS restrictions must be observed. As soon as the aircraft doors are closed, it is usually considered that the flight has commenced, this means that the MEL does not apply any longer; only en-route MEL is applicable. However, the decision to depart with a failure condition is left to the Captain who may decide for operational or even economical reasons to repair the aircraft at the departure airport. 12.0.6 12.0.7 a. IN-FLIGHT PROCEDURES WEATHER UPDATE Before ETOPS Entry Point: The crew must make every effort to obtain weather forecast and reports for ETOPS en-route alternates. Weather forecasts at ETA at en-route alternate

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airport must be equal to or higher than the crew minima. If weather forecasts are lower than the normal crew minima, then assess the situation: i. Check the availability of any other en-route alternate. If yes, proceed accordingly. If no proceed to step ii; ii. Check the possibility of altering the route to meet the requirement of authorized distance from an alternate airport; If no proceed to step iii; iii. Turn back. b. After ETOPS Entry Point: The crew should continue to update weather forecasts and reports for en-route alternates. There is no requirement to modify the normal course of flight if the weather degrades below normal minima.

12.0.8 FUEL MONITORING The procedures normally used are also applicable for ETOPS. There are no requirements in the ETOPS rules to reach the CP with the Fuel On Board (FOB) being at least equal to the fuel required by the critical fuel scenario. This means that CP should not be considered as a re-clearance point. If it appears that estimated FOB at CP will be lower than fuel required by the critical fuel scenario, there is no requirement to make a diversion, provided the

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estimated fuel at destination is above the minimum required to divert to the destination alternate. However, if the CP is regularly over-flown with fuel on board lower than the fuel required by the critical fuel scenario, then appropriate corrective action should be is to inform GM Perf & Stds, Flight Dispatch to enable company to investigate the cause and take suitable measures. 12.0.9 NAVIGATION MONITORING ETOPS flights are mostly conducted in areas outside radio-Nav-aid coverage. If the aircraft remains for a long period of time in IRS-ONLY NAV, the same specific procedures, which are not directly linked to ETOPS, need to be considered. Navigation monitoring recommendations are as follows: Ensure that the following are not displayed on E/WD: GPS 1 (2) FAULT FM/GPS POS DISAGREE GPS PRIMARY LOST Failure of one FMS Apply the following procedure to anticipate a subsequent Nav system failure A Before passing each way point Read on CFP the outbound magnetic/true track to next way point Set HDG bug on the outbound track Compare distance to next way point of CFP with distance given on FMS F-PLN

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B Passing the way point

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Verify that correct outbound track is steered using track indication on ND C After passing the way point Check Track Error = 0 When the IRS ONLY NAV message comes up Validate FMS position on PROG page. If a significant deviation is seen between the IRS's determine the two best IRS's. On DATA POS MONITOR page. IRS1 6.4 the best 12.0.10 IRS2 2.8 IRS3 2.5 Result in IRS2/3 are

Guidelines for Diversion Procedure Complete related failure procedure, Inform ATC. Initiate descent & determine enroute alternate. Divert to the chosen en route alternate. Comply with the pre-planned diversion strategy and speed schedule or adjust speed schedule as dictated by evaluation of the actual situation.

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13.0 Dispatch Related Cockpit Procedures Inform dispatch about the following: i. ii. iii. iv. v. vi.

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ACK message in response to 6.2 (ii); En-route hazardous conditions aerodromes, navigation aids etc; relating to

Any reportable snag in particular affecting ETOP status; Significant changes from forecast weather; Significant deviation from route; Fuel status in terms of Fuel quantity below CFP at the Reporting Points, in particular at ETP if it is consistently lower; Departure Message, with Estimate Over Head EEP, ETP & EXP on Co-VHF; Arrival Message on Co-VHF; In the event of Diversion: a. b. c. d. Intended Diversion Airfield; ETA; Nature of Emergency; ATA.

vii. viii. ix.

Note: Only those messages need be sent on ACARS, which needs to be in the knowledge in real time.

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14.0 CALCULATION OF ETP

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ETP is to be corrected by wind effect. The "Equitime graph" below is used to determine the on-track ETP between two alternate airports located either on or off- track. The following data are necessary: Distance between these two airports ( nm) Wind component from the on-track midpoint (no wind ETP) to the continuing alternate airport (continuing wind component) Wind component from the on-track midpoint (no wind ETP) to the returning airport (returning wind component) PROCEDURE: Determine the corresponding "Equitime number", using out and home wind components. (Refer diagram on next page) 1. Take 1% of distance between the two suitable diversion airports and multiply this by the Equitime number. The result will give distance D to be used to correct the no-wind ETP for wind effect. Distance D will shift from ETP (nil wind) into wind, i.e. towards head wind side.

2.

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Example: For Westbound Flight on Route B457 the CP is ETP between Mumbai and Muscat which are 880 nm. Considering the tracks from CP (nil wind) to Mumbai and from CP (nil wind) to Muscat in relation with the wind, assume that the following wind components are determined for plotting on the Equitime graph. Returning wind component to Mumbai: -15 kt Continuing wind component to Muscat: -24 kt. Use Equitime graph for above wind components (-15 and -24) the Equitime Number is + 0.8. Therefore correction D is 0.8% of 880 NM i.e. 07 nm.

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15.0

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Extracts from FCOM Single Engine Operations Fixed Speed Strategy

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16.0 ETOPS Pilot Guide

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ETOPS PILOTS GUIDE PRE-FLIGHT PAPER WORK CHECK CREW CERTIFICATION FOR ETOPS AIRCRAFT CLEARED FOR ETOPS BY MAINTENANCE CHECK FOR MEL/CDL APPLICABILITY TO ETOPS AND PENALTIES, IF ANY CHECK ENROUTE ALTN ARE ABOVE ETOPS WEATHER MINIMA FOR APPLICABLE TIME EFFECTIVITY OF NOTAMS AT ENROUTE ALTERNATES (EX -APT CLOSURE/RWY CLOSURE) CHECK WIND ALOFT FOR FL 100 /FL 300/ FL 340/ FL 390 AVL CHECK AVERAGE WIND ON CFP CHECK EEP/ ETP1/EXP ON CFP CHECK CFP ETOPS SCENARIO OUT OF THE THREE SCENARIOS IN THE COCKPIT VERIFY TECH LOG FOR ETOPS CLEARANCE MMEL/CDL ITEMS ENSURE SERVICEABILITY OF ACARS/ SATCOM/HF (ANY ONE OF THEM) DURING OVERHEAD PANEL PREP CHECK FOR FUEL X FEED VALVE OPERATION ENTER EEP/ETP1/EXP POINTS AS WAY POINTS ON THE MCDU TAG THE ETP TO THE ACTIVE FLIGHT PLAN TIME PERMITS ENTER ENROUTE WINDS SECONDARY FLIGHT PLAN COPY ACTIVE AIR BORNE PASS EEP/ETP/EXP TIMES TO DISPATCH VIA COMPANY FREQ (FROM CFP) INSERT 15 MIN TIME MARKER BEFORE EEP BEFORE EEP CHECK ETOPS ALTERNATES ARE WITHIN AOM OR CREW MINIMA BEFORE EEP (IF NOT REROUTING IS REQUIRED) AFTER EEP ETOPS ALTERNATE BELOW AOM MINIMA DOES NOT REQUIRE DIVERSION OR RE-ROUTING POST FLIGHT CHECK AND REPORT IRS ACCURACY (POSITION MONITOR PAGE IRS) REPORT ON TECH LOG ANY MALFUNCTION WHICH MAY AFFECT ETOPS

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17.0 List of FCOM cross-reference tables

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EXTENDED RANGE OPERATIONS Standard fuel planning Standard strategy Obstacle strategy Minimum diversion time strategy Flight without pressurization Cruise 2-engine long range Drift down gross ceilings Ground/air distance conversion

2.04.40 2.05.10 3.06.30 3.06.40 3.06.50 2.04.20 3.05.20 3.05.20 3.05.20 3.06.70 3.05.20

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18.0 ETOPS CFP

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A320-232 A321-232

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ETOPS MANUAL

A320-232 A321-232

19.0 ETOP Alternates Combinations & Impact Following Combinations are possible Station BKK With Station BLR, CMB, HYD, MAA HKT, MES, PEN, KUL, SIN HKT HKT, MES, PEN, KUL, SIN BLR, BOM, CMB, HYD, MAA HKT, PEN, MES, KUL BLR, CMB, HYD, MAA HKT, PEN, MES, KUL, SIN BLR, HYD, MAA BLR, CMB, HYD, MAA CMB, MAA Remarks Any one. Not suitable for PreDispatch as E/B after EEP No EXP. On W/B No EEP. ETOP segment starts at SIN and shall end at EXP Any One. With HKT single ETOP alternate possible. Only Any One. With HKT OR MES single ETOP alternate possible. With PEN CMB has to be above ETOP Minima and PEN can be above AOM. Any One. With MAA or CMB or BLR single ETOP Alternate possible Any one Any One Any One. With HKT or PEN or MES single ETOP Alternate possible Any One. With MAA single ETOP Alternate Possible Any One. With MAA single ETOP Alternate Possible Any One.

BLR BOM CMB

HKT HYD KUL MAA MES PEN SIN

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