ETOPS

This is a non-official & non-revenue product and the copyrights

are saved for the publishing company. Distribution of this file is
totally prohibited. The usage and following of the updates, are the
sole responsibility of the Flight Crew and he must always refer to
the manuals issued by the company.
 Extended Operations
(ETOPS)

24 MAR 2014

Flight & Training Standards, Stand Alone

Document
Flight Operations Division, Doc Control No:
Saudi Arabian Airlines, 915-003 ETOPS

Jeddah, Kingdom of Saudi Arabia.

24 MAR 2014
 Section 0 EXTENDED OPERATIONS (ETOPS)
Page 2 AMENDMENTS / DISTRIBUTION

AMENDMENT PROCESS

Extended Operations (ETOPS) is an ever evolving

process, and despite the best design, testing, and
maintenance practices, diverse operational experience
shall necessitate changes in Regulations and Procedures.

It is therefore of paramount important that Flt &Trg Stds

continue to monitor Industry and Regulatory standards,
and if required, modify the Manual.

All proposed amendments shall be addressed to the GM,

Flt & Trg Standards.
On receipt of the proposed amendment, GM F&TS shall
direct a study of the same, and if necessary, authorize its
incorporation in the Manual.

DISTRIBUTION LIST.
The Extended Operations Manual Distribution List is located
in the office of the Central Library.

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 EXTENDED OPERATIONS (ETOPS) Section 0
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Page 6 Section 0 EXTENDED OPERATIONS (ETOPS)

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 EXTENDED OPERATIONS (ETOPS) Section 0

INDEX Page 7

Contents
PREFACE 11
1 GENERAL 12
1.1 PIC AUTHORITY. 12
1.2 GENERAL 12
1.2. ETOPS OBJECTIVES 13
1.3. AUTHORIZED AREA OF OPERATION – SAUDI
ARABIAN AIRLINES. 13
1.4. FLIGHT PLANNING. 15
1.4.1. Re-Dispatch Computer Flight Plans. 15
2. REGULATIONS 16
2.1. REGULATORY REQUIREMENTS 16
2.1.1. Two Engine Airplanes. 16
2.1.2. Passenger carrying airplanes with more than two
engines. 16
2.2. ETOPS AREA OF OPERATION 17
2.2.1. Definitions: 17
2.2.2. Size of ETOPS area of operations 17
2.3. PROVISION OF INFORMATION 19
2.3.1. Airplane Performance Data. 19
2.3.2. En-route Airport Information Data 20
2.3.3. Weather & Other Information 20
2.4. ETOPS FUEL REQUIREMENTS 21
2.4.1. Fuel Planning 21
2.4.2. Fuel Supply 21
2.4.3. The Three Scenarios for (Critical) Fuel
Calculation 24
2.5. COMMUNICATIONS 25
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 Section 0 EXTENDED OPERATIONS (ETOPS)

Page 8 INDEX

2.5.1. General 25
2.3.2. Requirements 25
2.6. ENROUTE ALTERNATES. 25
2.6.1. ETOPS Alternate Minima. 26
2.6.2. ETOPS Alternate Minima Chart (for dispatch)
27
2.6.3. Landing Distance. 28
2.6.4. Airport Rescue and Fire Fighting Service
28
3. FDC NORMAL PROCEDURES 29
3.1. PRE-FLIGHT PROCEDURES 29
3.2.1. Cockpit Preparation 29
3.2.2. Self Briefing 30
3.2. INFLIGHT PROCEDURES 31
3.2.1. Fuel Management 31
3.2.2. Position Reports 31
3.2.3. En-route Alternates. 32
3.2.4. Communications. 32
3.2.5. FMC Technique (B-777) 33
4. FDC NON NORMAL PROCEDURES 34
4.1. INFLIGHT DIVERSION CRITERIA. 34
4.1.1. System Failure. 34
4.1.2. Engine Failure 35
4.1.3. En-route Alternate 36
4.1.4. In ETOPS Area (after ETOPS entry point):
37
4.1.5. En-route Diversion due En-route Alternate no
longer suitable: 38
4.1.6. Other Diversion Scenarios. 38
24 MAR 2014
 EXTENDED OPERATIONS (ETOPS) Section 0

INDEX Page 9

5. FLIGHT DISPATCH 40
5.1. GENERAL 40
5.2. BASIC FUNCTION 40
5.3. RESPONSIBILITIES 40
5.4. FUEL REQUIREMENTS 41
5.5. DETERMINATION OF SUITABLE AIRPORTS 41
5.6. FLIGHT ENVELOPE 41
5.7. AIRCRAFT IN FLIGHT 42
5.8. FLIGHT MONITORING 43
5.9. WEATHER MONITORING 44
5.10. FLIGHT OPERATIONS IN MORE THAN ONE
DESPATCH AREA 45
6. MAINTENANCE VERIFICATION FLIGHT 46
6.4. VERIFICATION FLIGHT PROCEDURES 46
6.5. DISPATCHER’S RESPONSIBILITIES 47
7. FLIGHT OPERATIONS TRAINING
REQUIREMENTS 48
7.3. TRAINING PROGRAM 48
7.4. NON NORMAL PROCEDURES 49
7.5. CHECK AIRMEN USED IN ETOPS. 50
7.6. REVEW OF TRAINING PROGRAMS & MANUALS.
50
8. ETOPS DOCUMENTATION 51
8.3. Sample Dispatch Release and Flight plan 51
8.4. ETOPS DESPATCH RELEASE 52
8.5. ETOPS FLIGHT PLAN 53
8.4. MAINTENANCE VERIFICATION FLIGHT 56
8.5. WEATHER 59
8.6. ETOPS SIGNIFICANT EVENT REPORT FORM
60
9. ETOPS CHECKLIST 62
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Page 10 INDEX

9.1. PRE-FLIGHT 62
9.1.1. Dispatch 62
9.1.4. Post-flight 62
10. DEFINITIONS 63
11. ADDENDUM / APPENDIX 69
11.1. FMC Technique (B-777) 69
12. PILOT’S NOTES 71

24 MAR 2014
 EXTENDED OPERATIONS (ETOPS) Section 1

PREFACE Page 11

PREFACE

ETOPS (Extended, Twin-engine Operations) previously only applicable to

two- engine aircraft, and is now applicable to extended range operations of:
All two- engine aircraft (more than 60 minutes flying time at an approved
one-engine inoperative cruise speed under standard conditions in still air)
from an adequate airport, and
Three- and four- engine passenger-carrying-aircraft (more than 180 minutes
flying time at an approved one-engine inoperative cruise speed under
standard conditions in still air) from an adequate airport.
Note. The acronym ETOPS has been retained for the sake of continuity.
The change in applicability and amendment in applicable regulations
necessitated a complete review and consequent change in the Saudi Arabian
Airlines ETOPS Manual.
Furthermore, the induction of new aircraft into Saudia’s fleet required
modification of the previous ETOPS Manual, which was B-777 specific.
The Saudi Arabian Airlines ETOPS Manual has been developed from the
Department of Transportation, Federal Aviation Regulations Advisory
Circular (AC) No. 120-42B and current relevant Regulations affecting Long
Range Operations.
Saudi Arabian Airlines is authorized to conduct Extended Range Operations
(ETOPS), on two engine aircraft in accordance with OpSpecs part A4-1 &
B42-1.
Since none of our routes on more than two engine passenger carrying
aircraft (e.g. B-747) operate beyond 180 minutes from an adequate
airport, ETOPS permission for these aircraft is not required.
It may be pointed out here that the procedures and policy given in this
manual are not the ETOPS Regulations themselves, but are a means of
complying with these Regulations.

Revision # 1
 Section 1 EXTENDED OPERATIONS (ETOPS)

Page 12 GENERAL

1 GENERAL

1.1 PIC AUTHORITY.

No part of these procedures is to be interpreted as reducing the PIC’s joint

responsibility for determining that the flight can be safely conducted as
planned before release. None of the guidance in these procedures may be
interpreted in any way to prejudice or limit the final authority and
responsibility of the PIC for the safe operation of the airplane.

1.2 GENERAL

All long-range (extended operations) passenger-carrying airplanes,

regardless of the number of engines, need a viable diversion airport in the
case of onboard fire, medical emergency, or catastrophic decompression.
An analysis of operational data shows that between 1980 and 2000, 33 of
the 73 cruise depressurization events on one manufacturer’s airplanes
occurred on airplanes with more than two engines.
A study conducted by the manufacturers using a modern four-engine
aircraft carrying normal route planning fuel reserves raises issues about
the adequacy of the current fuel planning requirements in the event of a
diversion.
Operational data shows that the diversion rate for all airplane-related and
non-airplane-related causes are comparable between two-engine airplanes
and airplanes with more than two engines.
Consequently, the FAA has found that there is a need for all passenger
carrying operations beyond 180 minutes from an adequate airport to adopt
many of the ETOPS requirements that have been based on sound safety
principles and successfully proven over many years of operations.
Accordingly, the FAA revised GACA/FAR §121.161 to include
passenger-carrying airplanes with more than two engines in these long-
range operations.

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 EXTENDED OPERATIONS (ETOPS) Section 1

GENERAL Page 13

1.2. ETOPS OBJECTIVES

The whole premise of ETOPS is to preclude a diversion and, if it were to

occur, to have programs in place to protect the diversion.
However, despite the best design, testing, and maintenance practices,
situations occur that may require an airplane to divert. Regardless of
whether the diversion is for technical (airplane system- or engine-related)
or non-technical reasons, the certificate holder must have a flight
operations plan to protect that diversion.
For example, such a plan must include ensuring that pilots are
knowledgeable about diversion airport alternates and weather conditions
(GACA/FAR §121.631), have the ability to communicate with the
certificate holder’s dispatch office and air traffic control (ATC)
(GACA/FAR §121.99 and GACA/FAR §121.122), and have sufficient
fuel to divert to the alternate (GACA/FAR §121.646).
Under the “preclude and protect” concept, various failure scenarios need
to be considered. For example, during the design of the airplane, time-
limited systems such as cargo compartment fire suppression/containment
capability are considered. Fuel planning must account for the possibility
of decompression or the failure of an engine with considerations for in-
flight icing conditions. Best options under these scenarios should be
provided to the pilot before and during the flight.
All passenger-carrying operations conducted where there are a limited
number of en route airports, where the support infrastructure is marginal,
or where there are challenging weather conditions should adopt many of
the same elements of the same preclude and protect concept.

1.3. AUTHORIZED AREA OF OPERATION – SAUDI

ARABIAN AIRLINES.

For turbine-engine-powered airplanes with two engines, an area beyond

60 minutes, and less than 180 minutes of flying time at the fixed speed, in
ISA conditions in still air, from an adequate airport.
Saudi Arabian Airlines is approved by the GACA to operate under

ETOPS rules in the following authorized areas.

24 MAR 2014
 Section 1 EXTENDED OPERATIONS (ETOPS)

Page 14 GENERAL
• ARABIAN SEA / INDIAN OCEAN.
Area Enroute Alternates:
Abu Dhabi (OMAA/AUH), Calicut (VOCL/CCJ), Chennai
(VOMM/MAA), Colombo (VCBI/CMB), Cochin (VOCI/COK), Dubai
(OMDB/DXB), Katunayake (VCBI/CMB), Karachi (OPKC/KHI),
Maldives (VRMM/MLE), Mumbai VABB/BOM), Muscat
(OOMS/MCT), Lucknow (VILK/LKO), Salalah (OOSA/SLL), Sharjah
(OMSJ/SHJ), Thiruvananthap (VOTV/TRV).
Area Departure and Arrival Airports:
JED, MED, RUH, DMM, CMB, KUL, SIN, CGK.
Area Dispatch Center In-Charge:
JEDDAH
• BAY OF BENGAL / INDIAN OCEAN
Area Enroute Alternates:
Bangkok (VTBD/BKK), Kolkata (VECC/CCU), Chennai
(VOMM/MAA), Dhaka (VGZR/DAC), Jakarta (WIII/CGK), Kuala
Lumpur (WMKK/KUL), Medan (WIMM/MES), Penang (WMKP/PEN),
Phuket (VTSP/HKT) Singapore (WSSS/SIN),Yangon (VYYY/RGN).
Area Departure and Arrival Airports:
JED, MED, RUH, DMM, KUL, SIN, CGK.
Area Dispatch In-Charge
JEDDAH
• NORTH ATLANTIC/CANADA
Area Enroute Alternates:
Bangor (KBGR/BGR), Bermuda (TXKF/BDA), Boston (KBOS/BOS),
Calgary (CYYC/YYC), Chicago (KORD/ORD), Colorado Spings
(KCOS/COS), Denver (KDEN/DEN), Dublin (EIDW/DUB), Gander
(CYQX/YQX), Glasgow (EGPF/GLA), Goose Bay (CYYR/YYR), Great
Falls (KGTF/GTF), Halifax (CYHZ/YHZ), Keflavik (BIKF/KEF),
Kennedy (KJFK/JFK), Lajes AB (LPLA/TER), Lisbon (LPPT/LIS),
London (EGLL/LHR), Miami (KMIA/MIA), Minneapolis (KMSP/MSP),
Montreal (Dorval Int.) (CYUL/YUL), Philadelphia (KPHL/PHL), Santa
Maria (LPAZ/SMA), Santiago ( LEST/SCQ), Shannon (EINN/SNN),St.
Johns (CYYT/YYT), Vancouver (CYVR/YVR), Winnipeg
(CYWG/YWG)
Area Departure and Arrival Airports:
JED, RUH, DMM, MED, JFK, IAD, MCO, YYZ, LAX.
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 EXTENDED OPERATIONS (ETOPS) Section 1

GENERAL Page 15

Area Dispatch In-Charge

JEDDAH
NOTE:
Saudi Arabian Airlines may also operate ETOPS flights within the
authorized areas of operations, to and/or from airports not listed in this
section, provided that a Saudi Arabian Airlines ETOPS qualified
Technical Services personnel are available to carry out all required
ETOPS related checks and signatures at the departure and arrival airports.

1.4. FLIGHT PLANNING.

1.4.1. Re-Dispatch Computer Flight Plans.

Re-dispatch computer flight plans are permitted in ETOPS operations,

(and shall be in accordance with Saudi Arabian Airlines re-dispatch
policy).

Intentionally Left Blank

24 MAR 2014
 Section 2 EXTENDED OPERATIONS (ETOPS)

Page 16 REGULATIONS

2. REGULATIONS

2.1. REGULATORY REQUIREMENTS

All two-engine airplanes and three- / four-engine passenger-carrying

airplanes operated under part 121 are required to comply with § 121.161.
This regulation imposes special requirements for ETOPS for these
airplanes. These operations are defined as:

2.1.1. Two Engine Airplanes.

These are flights whose planned routing contains a point farther than 60
minutes flying time from an adequate airport at an approved one-engine
inoperative cruise speed under ISA conditions in still air.
An applicant for two-engine ETOPS may seek approval for extended
operations by seeking 75 / 90 / 120 / 180 / 207 / 240 minutes ETOPS
approvals.

2.1.2. Passenger carrying airplanes with more than two engines.

These are flights whose planned routing contains a point farther than 180
minutes flying time from an adequate airport at an approved one-engine
inoperative cruise speed under ISA conditions in still air.
Presently no Saudi Arabian Airlines passenger carrying aircraft with
more than two engines are planned on such a route.
In the future if Saudi Arabian Airlines plans to operate passenger-carrying
airplanes with more than two engines in areas where en route airports are
farther away than 180 minutes at the approved one engine failed diversion
speed in standards conditions, in still air, Saudia would be required to
meet certain standards defined under ETOPS to ensure that all efforts are
made to preclude a diversion, and if a diversion does occur, that
procedures are in place to protect that diversion.

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 EXTENDED OPERATIONS (ETOPS) Section 2

REGULATIONS Page 17

2.2. ETOPS AREA OF OPERATION

2.2.1. Definitions:

For turbine-engine-powered airplanes with two engines, an area beyond

60 minutes from an adequate airport, but within the approved diversion
time, computed using a one-engine-inoperative cruise speed under
standard conditions in still air.
Note 1. When approved, the ETOPS authority for a specific area of
operations is noted in the certificate holder’s Operations Specifications
(OpSpecs)
Note 2. Actual diversion time may exceed the authorized diversion time
as long as the flight is conducted within the authorized ETOPS Area of
Operation, and complies with the requirements of GACA/FAR §121.633.

Example of ETOPS Area of Operation

2.2.2. Size of ETOPS area of operations

ETOPS operations are allowed within a well-defined area. The size of this
area depends on:
• The maximum diversion time,
• The selected one-engine-out diversion speed schedule and
• The number and location of the selected adequate diversion airports.
The area of operations is determined in still air and ISA conditions,
considering the relevant aircraft performance with one engine inoperative,
the remaining engine being at MCT or less. Therefore, the area of
operation is determined once, and does not need to be reassessed for each
20 April 2010
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February 20, 2012 REGULATIONS

flight (considering the en-route weather forecast or the aircraft

performance depending on the take-off weight) unless one or more
adequate diversion airports happen to be unsuitable.
For some specific geographical areas where the temperature deviation
from ISA is essentially constant all the year through, the operational
authorities may agree to determine the area of operation, considering this
specific delta ISA condition at the typical one-engine-out diversion
altitude.
The aircraft performance level considered for the calculation is associated
with a unique aircraft weight which is called the aircraft reference weight.
2.2.3. The Diversion Fixed Speed
The determination of the area of operation is based on a diversion at a
selected engine failure Mach/IAS speed schedule (in still air and ISA or
delta ISA conditions).
The selected engine failure Mach / IAS(TAS) speed is left to the choice
of the Operator, depending upon the Route Structure and associated
constraints.
Saudi Arabian Airlines uses the following fixed speed schedule to
calculate the ETOPS Area of Operation:
Fixed
Maximum
Speed ETOPS Approved/ GACA
Aircraft Diversion
(Descent / AREA Effective Time APPROVAL
Distance*
Cruise)
Not required up to
MORE
B747-400 M.86/340 Diversion
THAN 180 180 minutes 1,500 NM
** KIAS Distance of 1,500
MIN
NMS
Not required up to
MORE
B747- 368 M.85/340 Diversion
THAN 180 180 minutes 1,400 NM
** KIAS Distance of 1,400
MIN
NMS
Not required up to
MORE
B747- 168 M.84/340 Diversion
THAN 180 180 minutes 1,400 NM
** KIAS Distance of 1,400
MIN
NMS

B-777/ M.84/320 60 MIN TO

180 minutes 1,250 NM YES
200ER IAS 180 MIN

B-777/ M.84/320 60 MIN TO

180 minutes 1,306 NM YES
300ER IAS 180 MIN

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 EXTENDED OPERATIONS (ETOPS) Section 2

REGULATIONS Page 19

* In computing the ETOPS alternate fuel supply, advantage may be

taken of drift down computed at the approved one-engine inoperative
cruise speed.
** B-747 aircraft do not require ETOPS approval since all Saudi Arabian
Airlines flights / routes have en-route alternates within the allowable
maximum diversion distance.
In actual practice this speed can vary between Minimum Manoeuvring
Speed (drift-down Speed) and Vmo / Mmo.
Therefore, irrespective of the applicable speed schedule, the actual speed
applied during the diversion may be varied by the PIC to accommodate
operational requirements.
A diversion at high speed will maximize the maximum diversion
distance; whereas a diversion at low speed will reduce the maximum
diversion distance during the allowed maximum diversion time while
permitting a higher diversion altitude; and also minimize fuel
consumption.
A cargo fire, therefore would require a high speed descent and cruise
strategy, where as an enroute obstacle may require a low speed descent
and a fixed speed strategy.

2.3. PROVISION OF INFORMATION

2.3.1. Airplane Performance Data.

The certificate holder may not dispatch an airplane on an ETOPS flight
unless it makes performance data available to its flight crewmembers and
dispatchers that support all phases of ETOPS operations, including divert
scenarios. This performance data will contain the following information:
(1) Detailed one-engine inoperative performance data including fuel flow
for standard and nonstandard atmospheric conditions, which should be
demonstrated as a function of airspeed and power setting, where
appropriate. This data will cover:
(a) Drift-down (includes net performance);
(b) Cruise altitude coverage including 10,000 feet;
(c) Holding; and
(d) Altitude capability (includes net performance).

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 Section 2 EXTENDED OPERATIONS (ETOPS)

Page 20 REGULATIONS

(2) Detailed all-engine-operating performance data, including nominal

fuel flow data, for standard and nonstandard atmospheric conditions,
which should be demonstrated as a function of airspeed and power
setting, where appropriate. This data will cover:
(a) Cruise altitude coverage including 10,000 feet; and
(b) Holding.
(3) Details of any other conditions relevant to ETOPS that can cause
significant deterioration of performance, such as ice accumulation on the
unprotected surfaces of the airplane, RAM Air Turbine (RAT)
deployment, and thrust reverser deployment if such data is available.

2.3.2. En-route Airport Information Data

In accordance with GACA/FAR §121.97, the certificate holder must
maintain current status information on the operational capabilities of the
airports designated for use as ETOPS alternates. “Public protection” has
been a historic requirement for all domestic and flag operations. For
ETOPS greater than 180 minutes and for operations traversing the North
and South Polar Areas, this requirement has been expanded to include the
listing of facilities at each airport, or in the immediate area, sufficient to
protect the passengers and crew from the elements and to see to their
welfare. Such a requirement can be interpreted to encompass the time
from landing until satisfactory recovery of passengers and crew based on
the certificate holder’s passenger recovery plan required by GACA/FAR
§121.135.

2.3.3. Weather & Other Information

The certificate holder’s program should provide flight crewmembers with

current weather and information on a set of adequate airports in the
ETOPS portion of the flight that are within the maximum diversion
capability of the airplane on the planned route of flight as an aid to the
flight crew in contingency planning. Any appropriate facility information
and other data concerning these airports should be provided to flight
crewmembers in a clear, concise, user-friendly format for use when
planning a diversion.

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REGULATIONS Page 21

2.4. ETOPS FUEL REQUIREMENTS

2.4.1. Fuel Planning

Unlike the area of operation which is determined in still air and ISA
conditions for prevailing delta ISA), the fuel planning must consider the
expected meteorological conditions along the considered routes (forecast
wind component and temperature).
For dispatching an aircraft for an ETOPS flight, the dispatcher must
determine, for the considered route, both a standard and an ETOPS fuel
planning. The highest of both fuel requirements shall be considered as
being the minimum required block fuel for the flight. The Saudia
Computerized Flight Plan already compensates for this requirement.
For ETOPS operations, a specific ETOPS fuel planning (also called
Critical Fuel Reserves in the regulations) should be established.
The ETOPS fuel planning is split into two parts:
• The first part corresponds to a standard fuel scenario from the departure
airport to the Critical Point (CP) and
• The second part corresponds to the critical fuel scenario from the CP to
the diversion airport.
The ETOPS critical fuel scenario is based on the separate study of three
failure cases, occurring at the critical point, with their respective diversion
profiles.

2.4.2. Fuel Supply

The certificate holder must comply with the ETOPS en-route fuel supply
as specified in GACA/FAR §121.646(b) as follows:
(a) No person may dispatch or release for flight or takeoff a turbine
engine-powered airplane in ETOPS unless, considering wind and
other weather conditions expected, it has the fuel required by normal
Flag or supplemental carrier requirements and enough fuel to satisfy
paragraphs 1 through 4 below:

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 Section 2 EXTENDED OPERATIONS (ETOPS)

Page 22 REGULATIONS

1. The greater amount of fuel sufficient to fly to an ETOPS

alternate under the following three scenarios (See Graphics
– §2.4.3.):
• Assuming a rapid decompression at the most
critical point followed by descent to a safe altitude
in compliance with the oxygen supply
requirements of GACA/FAR §121.333, or
• At the approved one-engine inoperative cruise
speed assuming a rapid decompression and a
simultaneous engine failure at the most critical
point followed by descent to a safe altitude in
compliance with the oxygen supply requirements
of GACA/FAR §121.333, or
• At the approved one-engine inoperative cruise
speed assuming an engine failure at the most
critical point followed by descent to the one-engine
inoperative cruise altitude.
2. Upon reaching the alternate, hold at 1,500 ft above field
elevation for 15 minutes and then conduct an instrument
approach and land.
3. Add a 5 percent wind speed factor (that is, an increment to
headwind or a decrement to tailwind) on to the actual
forecast wind used to calculate fuel in paragraph 1 above to
account for any potential errors in wind forecasting. If a
certificate holder is not using the actual forecast wind based
on a wind model acceptable to the FAA, the airplane must
carry 5 percent of the fuel required for paragraph 1 above,
as reserve fuel to allow for errors in wind data. A wind aloft
forecast distributed worldwide by the World Area Forecast
System (WAFS) is an example of a wind model acceptable
to the FAA.
4. After completing the calculation in paragraph 3 above,
compensate in paragraph 1 above with additional fuel for
the greater of the following scenarios:
• The effect of airframe icing during 10 percent of the time
during which icing is forecast (including ice accumulation

20 April 2010
 EXTENDED OPERATIONS (ETOPS) Section 2

REGULATIONS Page 23

on unprotected surfaces, and the fuel used by engine and

wing anti-ice during this period). Unless a reliable icing
forecast is available, icing may be presumed to occur when
the total air temperature at the approved one-engine cruise
speed is less than +10 degrees Celsius, or if the outside air
temperature is between 0 degrees Celsius and -20 degrees
Celsius with a relative humidity of 55 percent or greater.
• Fuel for engine anti-ice, and if appropriate wing anti-ice, for
the entire time during which icing is forecast.
(b) Unless the certificate holder has a program established to monitor
airplane in-service deterioration in cruise fuel burn performance, and
includes in fuel supply calculations fuel sufficient to compensate for
any such deterioration, increase the final calculated fuel supply by 5
percent to account for deterioration in cruise fuel burn performance.
(c) If the APU is a required power source, then its fuel consumption
must be accounted for during the appropriate phases of flight.
(d) In computing the ETOPS alternate fuel supply, advantage may be
taken of drift-down computed at the approved one-engine inoperative
cruise speed. Accounting of wing anti-ice as in paragraph 2.4.2.(a)4
above may apply to some models of airplane based on their
characteristics and the manufacturer’s recommended procedures.

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2.4.3. The Three Scenarios for (Critical) Fuel Calculation

• Rapid Decompression
Point of RAPID DECOMPRESSION
MMO / VMO
Fixed Speed Min Safe
No Obstacle Altitude /
10,000 ft
Maximum Diversion Distance

• Rapid Decompression & Engine Failure

Point of RAPID DECOMPRESSION & ENGINE Failure

MMO / VMO
Fixed Speed Min Safe
Altitude /
Maximum Diversion Distance 10,000 ft

• Engine Failure

Point of ENGINE Failure

Reducing to Drift Down Speed
One Engine INOP Drift Down Speed
Fixed Speed One Engine
INOP
Obstacle Cruise
Maximum Diversion Distance

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REGULATIONS Page 25

2.5. COMMUNICATIONS

2.5.1. General

The need for safety is best served through information and technical
assistance that is clearly and rapidly transmitted to the flight crew in a
way that requires the least amount of distraction to piloting duties.

2.3.2. Requirements

a. For all ETOPS each certificate holder conducting flag or supplemental

operations in ETOPS must provide voice communications over routes
where voice communications facilities are available. Where voice
communication facilities are not available, and voice communication is
not possible or is of poor quality, communications using alternative
systems must be substituted.
b. In addition to the communication requirement above, flag and
supplemental certificate holders operating ETOPS beyond 180 minutes
from an alternate must have a second communications system that is
capable of providing immediate satellite-based voice communications of
landline telephone fidelity such as SATCOM. This system must be
capable of providing clear voice communications between the flight
crewmember and ATC, and the flight crewmember and operations
(dispatch). Where clear satellite-based voice communications are not
available, alternative communications systems must be substituted. If an
operator has provided a satellite communication system for the crew to
satisfy GACA/FAR §121.99(a), it is not necessary that the second
communication system required for ETOPS beyond 180 minutes be
satellite based.
In determining whether such communications requirements discussed in
paragraphs (a) and (b) above are available, the certificate holder must
consider potential routes and altitudes needed for possible diversions to
ETOPS alternates as well as the original planned routing.

2.6. ENROUTE ALTERNATES.

A certificate holder may not dispatch an airplane in ETOPS unless the

required takeoff, destination and alternate airports, including ETOPS

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alternate airports are listed in the cockpit documentation (e.g.,

computerized flight plan) and are identified and listed in the dispatch
release. Because ETOPS alternates serve a purpose different from that of
a destination alternate, and may be used in the event of a diversion with
an engine failure or loss of a primary airplane system, a certificate holder
should not list an airport on the dispatch/flight release as an ETOPS
alternate unless that airport’s services and facilities are adequate for such
a diversion. A certificate holder of a two-engine airplane should seek
ETOPS beyond 180 minutes authority only if there are no ETOPS
alternates that are within a 180-minute diversion distance from the
planned route of flight. In addition, those adequate airports closest to the
planned route of flight should be those first considered as ETOPS
alternates.

2.6.1. ETOPS Alternate Minima.

A particular airport may be considered to be an ETOPS alternate for flight
planning and dispatch purposes, if the latest available forecast weather
conditions from the earliest time of landing to the latest time of landing at
that airport, equals or exceeds the criteria detailed in 6.6.2.
An individual certificate holder’s OpSpecs must reflect current
requirements (GACA/FAA §121.625). Although no consideration for the
use of GPS/RNAV approaches is presented here, operators may request to
receive this authorization through the FAA. This authorization would be
reflected in the operator’s OpSpecs. Appropriate ETOPS alternate
minima for such operations will be determined by the Director, Flight
Standards Service. The airport of departure (takeoff) and the destination
airport (unless used concurrently as an ETOPS alternate) are not required
to meet the weather minima for ETOPS alternates as these airports are
subject to other regulations (e.g., GACA/FAR §121.617, 121.621, and
121.623).
Note. Anytime an enroute diversion is required, charted landing
minimums apply.

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REGULATIONS Page 27

2.6.2. ETOPS Alternate Minima Chart (for dispatch)

Alternate Airport IFR Alternate Airport

Approach Facility
Weather Minimum Weather Minimum
Configuration 1
Ceiling 2 Visibility 3

For airports with at least one Add 400 ft to the Add 1 sm or 1600m to
operational navigational MDA(H) or DA(H), the landing minimum.
facility providing a straight-in as applicable.
non-precision approach
procedure, or Category I
precision approach, or, when
applicable, a circling
manoeuvre from an instrument
approach procedure.

For airports with at least two Add 200 ft to the Add ½ sm or 800m4 to
operational navigational higher DA(H) or the higher authorized
facilities, each providing a MDA(H) of the two landing minimum of
straight-in approach procedure approaches used. the two approaches
to different suitable runways. used.

One useable authorized Category II ILS 300 feet 3/4 sm (1200 m) or RVR
IAP. 4000 (1200 m)
NOT USED BY SAUDIA
One useable authorized category III ILS 200 feet 1/2 sm (800 m)4 or RVR
Instrument Approach Procedure (IAP). 1800 feet (550 m)

1
When determining the usability of an IAP, wind plus gust must be
forecast to be within operating limits, including reduced visibility limits,
and should be within the manufacturer’s maximum demonstrated
crosswind value.
2
Conditional forecast elements need not be considered, except that a
PROB40 or TEMPO condition below the lowest applicable operating
minima must be taken into account.
3
When dispatching under the provisions of the MEL, those MEL
limitations affecting instrument approach minima must be considered in
determining ETOPS alternate minima.
Note. For operations in areas where metric weather forecasting standards,
700m may be used in lieu of 800m.
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2.6.3. Landing Distance.

For the runway expected to be used, the landing distance available, as

specified by the airport authority, must be sufficient based on airplane
flight manual landing performance data to meet the landing distance
limitations specified in GACA/FAA §121.197. The altitude of the airport,
wind conditions, runway surface conditions, and airplane handling
characteristics should be taken into account.

2.6.4. Airport Rescue and Fire Fighting Service

ETOPS Up to 180 Minutes. ETOPS alternates with ICAO Category 4.

A minimum International Civil Aviation Organization (ICAO) RFFS
category four (4) must be available at each airport listed as an ETOPS
Alternate Airport in a dispatch or flight release.
If the necessary equipment and personnel are not immediately available at
the airport, additional fire fighting support may be brought in from a
nearby town or other location. The certificate holder must ensure that the
nearby facility is capable of responding to a request for fire fighting
assistance within a reasonable time. A 30-minute response time is deemed
adequate if the initial notification to respond can be initiated while the
diverting airplane is en route. It means that such equipment must be
available on arrival of the diverting airplane and remain on station as long
as the services are needed.

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FDC NORMAL PROCEDURES Page 29

3. FDC NORMAL PROCEDURES

3.1. PRE-FLIGHT PROCEDURES

3.2.1. Cockpit Preparation

The flight crew is responsible for:

Reviewing all information provided.
Ensuring that the applicable information complies with ETOPS
requirements.
Ensuring that the following additional documents, required for ETOPS
flight are available:
• ETOPS dispatch release, ensuring that the:
• Designated Position reporting points are stated
• Critical fuel scenario is stated and complied with.
ETOPS computerized flight plan, ensuring that the ETOPS segment of
the route is not more than the allowable diversion distance in §2.2.3.,
from the designated suitable en-route alternate airports.
Earliest and latest landing time weather forecasts for all en-route alternate
airports that are above ETOPS alternate minimums.
Ensuring that on North Atlantic flights a plotted Saudi Arabian Airlines
North Atlantic plotting chart has been provided, and that:
All tracks are to be plotted on the chart with the planned CFP track
highlighted.
ETP is displayed on the Flight Plan
Self briefing at airports where an ETOPS qualified dispatcher is not
available. Should any questions arise during the self briefing and/or
required information is missing, the PIC must contact the ETOPS
dispatcher prior to departure (see “self Briefing” below)
Verifying that the aircraft maintenance logbook “ETOPS RELEASED
BY:” block is ticked off “YES”, is signed for and maintenance number
(MNO) entered.
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Verify that MEL item(s) listed in the aircraft log book do not prevent
ETOPS operations.
Advising the ETOPS dispatcher of any discrepancy between the
MEL/CDL items listed in the maintenance logbook and those that are
listed in the dispatch release. An amendment to the dispatch release is
required prior to takeoff to correct any discrepancies.
Confirming that direct two way communications exists with ETOPS
dispatcher prior to departure.
All FMS preparations are to be cross-checked by both pilots as for non
ETOPS operations, all track and distance between waypoints are to be
verified. ETOPS waypoints such as ETPs can be added to the legs page
by entering a LAT/Long waypoint from a computer flight plan or using
an along track waypoint. Diversion airports may be added to the Fix page
/ Alternate Page as the Flight progresses.

3.2.2. Self Briefing

In the event that an ETOPS Flight is departing from a non-dispatch

station the crew shall carry out self briefing:
The controlling Dispatch Centre shall ensure that all required documents /
information is sent to the Local Agent.
The FDC shall thoroughly review all data, and ensure that the following
documents are available:
CFP (ETOPS / Non ETOPS Route)
ETOPS Dispatch Release
NOTAMS (Departure, Destination, Alternate & En-route Alternates)
Applicable weather forecasts (Departure, Destination, Alternate & En-
route Alternates)
ETOPS Planning Charts
Note. Any additional information / discrepancy shall be clarified prior to
departure through telephone, SATCOM, HF or ACARS, as appropriate.

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FDC NORMAL PROCEDURES Page 31

3.2. INFLIGHT PROCEDURES

3.2.1. Fuel Management

The ETOPS Computerized Flight Plan calculates the Equal Time Points
(ETP) for each pair of nominated suitable ETOPS alternates.
A comparison of anticipated fuel on board and the critical fuel at each
ETP must be made to ensure compliance with the Critical Fuel Scenario.
The fuel situation must be monitored throughout the flight. In adverse
conditions it is expected that the reserve fuel may be partly or entirely
used en-route. When the reserve fuel is used en-route, it is recognized that
occasionally the actual fuel on board at an ETP may be less than the
critical fuel figure shown on the computerized flight plan.
A fuel check is required at each waypoint within the ETOPS segment.
If the flight is rerouted away from the Computerized Flight Plan routing,
a fuel check is required when a distance to destination is equal to that of a
waypoint on the original flight plan.

3.2.2. Position Reports

Flight crews are required to send en-route position reports to the ETOPS
dispatcher as follows:
• Approximately every three hours outside of the ETOPS area of
operation,
• Over a dispatch boundary point (this position report is to be sent
to both ETOPS dispatchers).
• Approximately one hour prior to reaching an ETOPS entry point,
• Approximately every one hour while within an ETOPS segment.
These required Dispatch reporting points are stated in the Dispatch
Release.
ETOPS flight dispatcher may request additional en-route position reports
to be provided.
The PIC should agree with all the required en-route position reporting
points that the dispatcher has selected. The dispatcher will expect an en-
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route position report from the flight when the flight is overhead or abeam
these waypoints.
Deviating from the original flight planned route must also be reported to
the controlling ETOPS dispatcher.
If the dispatcher does not receive the en-route position report 15 minutes
after the ETA / ETO he will contact the flight to obtain the necessary
information so as to enable him to maintain accurate flight following.
If Dispatch does not acknowledge receipt of an ACARS message
(through any means of communication) within approximately ten (10)
minutes, a new message shall be sent or alternate communications may be
established (§ 3.2.4. below).

3.2.3. En-route Alternates.

The FDC shall monitor en-route alternate/s for weather / suitability. In
case an alternate becomes unavailable, refer FDC Non-Normal
Procedures (Chapter §4).
Advise Dispatch if an en-route alternate becomes unsuitable.

3.2.4. Communications.
Primary communications with the company will be via ACARS. When
this is not available, HF, SATCOM, or VHF may be used; SV Operations
or other Dispatch Centres, that are within range may also be used. Flight
crew and dispatchers should select the most efficient form of
communication based on workload, the nature of the message and cost.
An aircraft will not be released on an ETOPS flight unless direct
communications between the ETOPS dispatcher and the flight crew can
be assured for all ETOPS segments. During the initial HF radio check the
crew will request a phone patch to ensure that direct communications
with the assigned dispatcher is available. Approximately one hour prior to
entering the ETOPS segment (and at the designated reporting point) flight
crew will try to establish HF communications with the ETOPS dispatcher.
If HF communications cannot be established with the ETOPS dispatcher
then establish communications via SATCOM or ACARS.

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FDC NORMAL PROCEDURES Page 33

3.2.5. FMC Technique (B-777)

Use fix pages 1 & 2 for setting the ETOPS entry & exit points via 430 NM
arc;
Set en-route alternate airports on alternate airport page – use as X/check for
ETP’s;
Enter ETP’s as times on fix page;
Note: LAT/LONG of ENTRY / EXIT points shall only be entered in legs
page, without execution, for cross check purposes.

INTENTIALLY LEFT BLANK

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Page 34 FDC NON NORMAL PROCEDURES

4. FDC NON NORMAL PROCEDURES

4.1. INFLIGHT DIVERSION CRITERIA.

4.1.1. System Failure.

A diversion may be required due to the loss of MNPS or RVSM

capability and any time a Non-Normal Procedure states “Plan to / land at
the nearest suitable airport”.
The following list contains situations, but not limited to, that require a
diversion to the nearest suitable airport but have not been addressed as
such in the Non-Normal Procedures:
Excessive fuel consumption; expected fuel over ETP less than the
established minimum required fuel in the Diversion Summary.
One AC power source remaining (this includes one main engine
generator, the APU generator, or the backup power systems.
Pilot incapacitation.
Crew oxygen below limits.
Any other situation determined by the flight crew to present a significant
adverse effect on safety, if the flight were to continue i.e. failure of
essential flight instruments, etc.
If during the course of the flight the aircraft encounters a technical
problem such as an inoperative system, instrument or other equipment,
refer to the Non-Normal Procedures and complete the applicable
procedure.
If the Non-Normal Procedures does not state “Plan to land at the nearest
suitable airport” or if there is no Non-Normal procedure available, refer to
the MEL/CDL manual and determine if the inoperative item is required
for ETOPS.
If the flight has not yet entered the ETOPS segment and the MEL/CDL
manual requires that item for an ETOPS flight, do not enter the ETOPS
segment. Advise the controlling ETOPS dispatcher of the problem and

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FDC NON NORMAL PROCEDURES Page 35

decide either to continue the flight along a non-ETOPS route or to divert

the flight to a suitable airport.
A complete loss of communications with all dispatch centres (loss of HF,
ACARS and SATCOM caused either by inoperative aircraft equipment or
inoperative dispatch centres communications equipment) require a
diversion and that flight should not enter the ETOPS segment.

4.1.2. Engine Failure

GACA/FAR §121.565 requires the PIC of a two-engine airplane with

one engine inoperative to land at the nearest suitable airport where, in the
PIC’s judgment after considering all relevant factors, a safe landing can
be made. This determination is especially critical for ETOPS where the
availability of suitable airports may be limited and the diversion decision
is therefore more critical. To determine whether or not an airport is
suitable, and is consistent with the ETOPS principle of protecting the
diversion once it occurs, refer “Suitable Airport” in definitions.
When operating a two-engine airplane with one engine inoperative,
following factors should NOT be considered sufficient justification to fly
beyond the nearest suitable airport:
The fuel supply is sufficient to fly beyond the nearest suitable
Passenger accommodation other than passenger safety; and
Availability of maintenance and / or repair resources.
If no more than one engine is shut down on an airplane that has three or
more engines, GACA/FAR §121.565 permits the PIC to fly beyond the
nearest suitable airport in point of time if the PIC determines that doing
so is as safe as landing at the nearest suitable airport.
In making decision to fly beyond the nearest suitable airport, the PIC
should consider all relevant factors and, in addition, consider the possible
difficulties that may occur if the flight is continued beyond the nearest
suitable airport. When an airplane with more than two engines bypasses a
suitable alternate, the PIC should carefully weigh the risk associated with
the next possible failure, which could complicate or compound the
current engine inoperative condition. The next possible failure could be a
system failure or another engine failure, which in either case, would
affect crew workload and their possible success in completing the
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Page 36 FDC NON NORMAL PROCEDURES

associated abnormal approach and landing procedures. It is even possible

that a contingency outside of the realm of a system failure, such as a
passenger illness, could compound the crew’s workload normally
associated with the current failure condition.

4.1.3. En-route Alternate

After departure, designated ETOPS alternates must continue to meet the

requirements of original dispatch, except that the weather must remain at,
or above, published minima. The FDC and dispatcher should monitor the
airports within the ETOPS area of operation that could be used for
diversion for deterioration in the weather and limitations in the
availability of facilities and services that would render an airport
unsuitable for landing in the event of a diversion.
To ensure the capability and availability of an en route alternate to
support any en route contingencies, before an ETOPS flight proceeds
beyond the ETOPS entry point, the FDC and the dispatcher must evaluate
the weather from the earliest to latest time of arrival at the designated
ETOPS alternates, as well as the landing distances, airport services, and
facilities.
If any conditions, such as weather below landing minima, are identified
that would preclude a safe approach and landing, the PIC should be
notified and an additional ETOPS alternate selected where a safe
approach and landing can be made. A revised flight plan should include
information on the newly designated ETOPS alternates within the
authorized area of operation. Information on the weather and capabilities
(that is, emergency response, approach aids, navigation facilities, and
airport infrastructure).
Should the FDC or dispatcher become aware of a potential weather
problem prior to the airplane entering the ETOPS stage of the flight, the
rule allows the operator to designate a different alternate airport at the
ETOPS entry point in order to continue the flight.
If any designated enroute alternate airport becomes unsuitable the
following will apply:
Before ETOPS Entry Point:
1) Advise the controlling ETOPS Dispatcher.

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FDC NON NORMAL PROCEDURES Page 37

2) If possible choose another enroute alternate that meets the

requirements of a suitable airport, or
3) Arrange to fly another ETOPS route that does not require that
particular airport (This should be planned well in advance of reaching the
ETOPS segment), or
4) Arrange to fly a non-ETOPS route. (This should be planned well in
advance of reaching the ETOPS segment), or
5) Divert to an adequate airport that has weather minimums at or above
the published landing minimums. This is now the destination airport.

4.1.4. In ETOPS Area (after ETOPS entry point):

1) The flight is not required to turn back once the flight has gone beyond
the ETOPS entry point if an unexpected worsening of the weather at the
designated ETOPS alternate airport drops the airport below operating
landing minima (or any other event occurs that makes the runway at that
airport unusable). GACA requires that the PIC, in coordination with the
dispatcher, will exercise judgment in evaluating the situation and make a
decision as to the safest course of action. This may be a turn back, re-
routing to another ETOPS alternate airport, or continuing on the planned
route.
2) Advise ETOPS Flight Dispatcher.
3) Monitor the weather for all en-route alternate airports.
[Link] a diversion to an alternate airport is required, the minimums
to be applied for that airport are based on the published landing
minimums, as this is now the destination airport.
Note 2. When a re-routing or diversion to an alternate other than
designated en-route alternate is required, the controlling dispatcher will
provide a new flight plan, along with a list of other suitable airports in
the area.

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4.1.5. En-route Diversion due En-route Alternate no longer

suitable:
En-route Alternate not suitable / Weather Deterioration

Prior to Entering ETOPS Area In ETOPS Area

Discuss with Flight Dispatch Discuss with Flight Dispatch

Check if another Alternate available Check if another Alternate available
YES NO
YES NO YES NO

Re-routing Required  Do Not Enter Evaluate the situation and make

ETOPS Area a decision as to the safest
 Turn Back / course of action.
Divert • turn back,
Continue on the • re-route to available ETOPS
planned route alternate airport,
• continue on the planned
route.

 Obtain modified Flight Plan & Fuel

required over next Reporting Points
from Other
4.1.6. Dispatch.
Diversion Scenarios.
 Obtain ATC clearance.
 Mark new route on plotting chart.
Update and activate FMS.
 Advise ATC & Dispatch of revised
ETA / ETO.

During ETOPS an airplane may divert for reasons other than en-route
alternate weather, engine or systems failure such as medical emergencies,

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FDC NON NORMAL PROCEDURES Page 39

or onboard fire. The nature of the emergency, and its possible

consequences to the airplane passengers and crew, will dictate the best
course of action suitable to the specific en route contingency. The flight
crew must decide on the best course of action based on all available
information. The ETOPS Alternate Airports required by GACA/FAR
§121.624 and designated for a particular flight provide one option to the
PIC. However, these ETOPS alternates may not be the only airports
available for the diversion and nothing in these procedures may restrict
the authority of the PIC.

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Page 40 FLIGHT DISPATCH

5. FLIGHT DISPATCH

5.1. GENERAL

In order to assist the ETOPS dispatcher with flight preparation, planning

and flight following, the following tools and equipment are available:
- Monitoring System
- Jeppesen On-Sight System.
- FOIS / Sabre system.
- Jeppesen / Sabre ETOPS CFP.
- Saudi Arabian Airlines plotting/planning chart.
- International Telephone Line.
- HF, ACARS, SATCOM

5.2. BASIC FUNCTION

To provide flight dispatch services to Saudia aircraft and aircraft of Client

Carriers in a safe and efficient manner, and, complying with all company
policies and regulations.

5.3. RESPONSIBILITIES

Flight Dispatchers who are involved in flight dispatch activities, shall, as

a matter of course, be guided by the Dispatch policies of Saudi Arabian
Airlines.
It is the dispatch manager’s responsibility to ensure that an ETOPS
qualified dispatcher is assigned to all ETOPS flights. If an ETOPS
dispatcher is not available for an ETOPS flight, the flight will be re-
routed to a non-ETOPS route, or delayed until an ETOPS dispatcher
becomes available.
If the assigned ETOPS dispatcher can no longer follow the flight for any
reason while the aircraft is still in his dispatch area he will give a
complete briefing to his replacement and enter his name, time (UTC) and
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FLIGHT DISPATCH Page 41

signature, along with the flight number he was handling, in the ETOPS
Flight Log book. The ETOPS dispatcher taking over the flight will do the
same signifying his acceptance of the flight.

5.4. FUEL REQUIREMENTS

The dispatcher will ensure that all fuel requirements stipulated in section
§ 2.4. of this manual have been complied with.

5.5. DETERMINATION OF SUITABLE AIRPORTS

One of the distinguishing features of ETOPS is the availability of

"suitable” en-route alternate airports to which an aircraft can divert after a
single or combination of failures requiring such a diversion. It is
therefore, important that such alternate airports have the capabilities
services and facilities to support an ETOPS aircraft.
The decision whether an "adequate alternate is Suitable" has to be taken
prior to departure and is based on the forecast weather conditions during
the assumed estimated time of arrival.
Aircraft Maintenance Status
On similar application as for non-ETOPS, ETOPS operation emphasizes
a greater need to alert the operating crew of:
Aircraft Maintenance Status, and
Giving special attention on the need to apply operational limitations and
payload penalty associated to MEL defects.

5.6. FLIGHT ENVELOPE

Operating FDC should be provided with the following additional

documents on ETOPS flights:
• Navigation charts / Plotting Charts indicating the area of ETOPS
operation
• Fuel Flight Plan or CFP, showing Minimum Take Off fuel
considering ETOPS scenarios as approved by the GACA Equal-
time-Point Critical Fuel Scenarios

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• ETOPS Report Form

A record of all documents shall be maintained for analysis of ETOPS

Operations.

5.7. AIRCRAFT IN FLIGHT

During the course of the flight, the flight crewmembers should be

informed of significant changes in conditions at the designated ETOPS
alternates, particularly those conditions that would render an airport
unsuitable for landing and improvement in airport weather to conditions
above operating minima.
In most ETOPS operations, the ETOPS Entry Point (EEP) is a significant
distance from the point of dispatch. To ensure the capability and
availability of an en route alternate to support any en route contingencies,
before an ETOPS flight proceeds beyond the ETOPS Entry Point (EEP),
the certificate holder must evaluate the weather from the earliest to latest
time of arrival at the designated ETOPS alternates, as well as the landing
distances, airport services, and facilities. If any conditions, such as
weather below landing minima, are identified that would preclude a safe
approach and landing, the PIC should be notified and an additional
ETOPS alternate selected where a safe approach and landing can be
made. A revised flight plan should include information on the newly
designated ETOPS alternates within the authorized area of operation.
Information on the weather and capabilities (that is, emergency response,
approach aids, navigation facilities, and airport infrastructure) of potential
ETOPS alternates in the authorized area of operations should be available
to the PIC. The maximum diversion time, determined by the newly
selected ETOPS alternate, must not exceed the authorized ETOPS
maximum diversion time listed in Saudi Arabian Airlines OpSpecs for
that airplane and operating area that could have been applied at original
dispatch.
The flight dispatcher shall assist the pilot-in-command during the course
of the flight by:
i. Closely following its progress and the latest weather reports and
forecasts for the route and for destination and alternate airports.

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ii. Being ready to inform him on the state of airports, ATC,

communication and navigation facilities.
iii. Monitoring fuel endurance in the light of any changes in flight plan
and the latest weather information.
iv Transmitting operational information either self-initiated or on request.
v. Initiating advice on re-routing of the flight where considered necessary,
together with all relevant revised flight data plan.
vi. In case of a diversion, obtain all the flight particulars and the flight
conditions in the area the flight is traversing to enable him to provide a
flight with revised clearance if so required.
vii. Advise the latest flight information to all concerned once diversion or
coming back is necessary.
viii. Maintain flight watch to control the flight movement according to
flight information.
ix. Revise the company clearance (Dispatch Release and Flight Plan)
when he considers it appropriate in the interest of the safety of flight after
consulting with and having concurrence of the pilot-in-command.
x. Provide estimated arrival information to all concerned for the inbound
flight based on the departure message and the flight progress.

5.8. FLIGHT MONITORING

The aircraft dispatcher must monitor the progress the progress of each
flight under his control until the flight has landed, or until relieved by
another dispatcher.
At least one means of communication – ACARS, SATCOM or HF must
be available and operational.
Flight following will ensure that the ETOPS dispatcher knows the
position of the aircraft throughout an ETOPS flight.
In the remarks section of the dispatch release the ETOPS dispatcher will
list:
The ICAO identifier for the alternate airport(s) used to determine the
ETOPS segment.

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Page 44 FLIGHT DISPATCH

All the required en-route position reporting points including dispatch

boundary point(s).
ETOPS dispatcher’s work station telephone number and SITA address.
Flight following procedures require the ETOPS dispatcher to use his copy
of the computer flight plan (CFP) to follow the flight. On his CFP he will
highlight all the required en-route position reporting points as listed in the
Dispatch Release.
The ETOPS dispatcher will record the following on his CFP:
En-route Alternates weather at suitable intervals.
FL, ATA, ETA, ETO, ATO change, FREM and the plus or minus
differences between the CFP fuel burn and actual fuel burn for each
required position reporting point, listed in the Dispatch Release.
Any Routing, Waypoint, Flight Level, and Mach number changes that
differ from the data on the CFP.
ON, IN (ATA) and Fuel REM

5.9. WEATHER MONITORING

Monitoring of station weather, available from any of the designated

weather sources dispatch, local operations etc.

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FLIGHT DISPATCH Page 45

5.10. FLIGHT OPERATIONS IN MORE THAN ONE DESPATCH AREA

When it is intended to operate a flight in more than one dispatch area, a

copy of the dispatch release including the CFP number and a list of the
required en-route position reporting points will be forwarded via SITA or
FAX to those dispatch areas in which the flight will operate. The CFP
will be retrieved for use by the ETOPS dispatcher(s). This will be done as
soon as practical. If the next dispatch area has not received this
information two hours prior to the flight reaching the scheduled ETO
dispatch boundary point, they shall contact the originating dispatch area
for this information.
The ETOPS dispatcher, who is assigned to take over the flight when it
enters his dispatch area is responsible for obtaining the latest actual
weather, forecast weather, NOTAMS and any other information that may
be relevant to the flight at least one hour prior to the flight reaching his
dispatch area. When the flight reaches the dispatch boundary position, the
ETOPS dispatcher will advise the flight crew of his name and that he is
now taking over responsibility for the flight following duties.
He will also send a message to the ETOPS dispatcher who is presently
following the flight, advise him that the flight is now in his dispatch area,
that he has established communications with the flight crew and is taking
over the responsibility for flight following at this time.
Until this message is received, the ETOPS dispatcher in the previous
dispatch area will continue to be responsible for all flight following duties
even though the flight is no longer in his dispatch area.

20 April 2010
 Section 6 EXTENDED OPERATIONS (ETOPS)
MAINTENANCE VERIFICATION
Page 46
FLIGHT

6. MAINTENANCE VERIFICATION FLIGHT

6.3. General.
A maintenance verification flight is a revenue or non-revenue flight
during which the flight crew is asked to assist maintenance in determining
that an ETOPS significant system is confirmed to be operating normally,
or that an ETOPS significant problem has been resolved.
In the event that maintenance action can not be verified by normal ground
tests, and/or for events involving propulsion system shutdown, engine or
major engine module change, primary system failure, and for certain
adverse or prescribed events, a verification flight may be required.
Verification of an item or system may be conducted on a revenue, non-
revenue, ETOPS or non-ETOPS flight. If it is requested during an ETOPS
flight, the flight crew observations and/or actions must be completed prior
to entering the ETOPS segment.
On an ETOPS flight, if the verification is satisfactory, the flight may
continue on the ETOPS segment. If the verification is unsatisfactory, the
flight must not enter the ETOPS segment.

6.4. VERIFICATION FLIGHT PROCEDURES

When a verification flight is required, Maintenance Control Centre

(MCC) will inform the controlling Flight Dispatch Centre by SITA that a
verification flight is required. A verification flight will only be authorized
by MCC to the controlling Flight Dispatch Centre.
The assigned dispatcher will authorize the verification flight in the
‘remarks’ section of the dispatch release.
Technical Services will provide the flight crew with written procedures to
ensure that the flight crew is fully briefed as to the nature of the problem,
directions on which parameters / systems are to be monitored and what is
to be written in the logbook to indicate a satisfactory or unsatisfactory
verification.

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 EXTENDED OPERATIONS (ETOPS) Section 6
MAINTENANCE
Page 47
VERIFICATION FLIGHT

6.5. DISPATCHER’S RESPONSIBILITIES

Making an entry in the ‘remarks’ section of the dispatch release

authorizing the verification flight.
In an ETOPS flight, the assigned dispatcher will plan what action is to be
taken if during the verification flight the problem remains or recurs. This
may need to be coordinated with Technical Services. This will require a
contingency plan such as an additional flight plan for a non-ETOPS route,
extra fuel, a technical fuel stop or a return to the departure airport.
Note: Acceptance of the contingency plan by the flight crew is required
prior to departure.
The assigned dispatcher will inform MCC of the flight crew findings via
SITA.
6.6. FLIGHT CREW RESPONSIBILITIES
Ensure that the ‘remarks’ section of the dispatch release has a statement
authorizing the verification flight.
If a contingency plan has been developed by the dispatcher, the crew will
review the plan and either accept the plan or request an alternative
contingency plan from the dispatcher.
Crew will familiarize themselves with the complaint (history, MEL
requirements, etc.) and review the maintenance action that has been
accomplished.
Ensure that Technical Services has provided a written briefing as to the
nature of the problem and directions on which parameters / systems are to
be monitored and what is to be written in the logbook to indicate a
satisfactory or unsatisfactory verification.
During the flight, verify item / system status and make the required
logbook entry. If the verification is taking place on an ETOPS flight this
task must be completed prior to entering the ETOPS portion of the flight.
Advise the assigned dispatcher of the results.
Conduct the flight in accordance with the results of the verification
findings i.e. continue the ETOPS flight if findings are satisfactory, if
findings are unsatisfactory fly non-ETOPS route or return to a suitable
airport.
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 Section 7 EXTENDED OPERATIONS (ETOPS)
FLIGHT OPERATIONS TRAINING
Page 48
REQUIREMENTS

7. FLIGHT OPERATIONS TRAINING REQUIREMENTS

The certificate holder’s approved training program for ETOPS should

include training that describes the unique aspects of ETOPS.

7.3. TRAINING PROGRAM

Fuel cross-feed valve operational check (if possible)

Special ETOPS MEL requirements ;
APU in-flight start procedures (if applicable);
Engine Condition Monitoring (ECM) data recording procedures; and
In flight verification of ETOPS significant systems.
Diversion Decision Making.
The certificate holder’s training program should prepare flight crew
members to evaluate probable propulsion and airframe systems
malfunctions and failures. The goal of this training should be to establish
flight crew member competency in dealing with most probable operating
contingencies.
Specific ETOPS Requirements.
Saudi Arabian Airlines ETOPS training program should provide and
integrate training for flight crewmembers and dispatchers (if applicable),
as listed below. GACA will periodically evaluate a cross-section of these
items.
Flight planning, including contingency data, that is engine failure,
decompression, and diversion equal time point.
Flight progress monitoring and fuel tracking.
Operational restrictions associated with dispatch under minimum
equipment list (MEL).

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 EXTENDED OPERATIONS (ETOPS) Section 7
FLIGHT OPERATIONS TRAINING
Page 49
REQUIREMENTS

7.4. NON NORMAL PROCEDURES

Non-normal Procedures including:

a) Abnormal and emergency procedures.

b) System failures and remaining airplane capability as it relates
to divert or continue.
c) Diversion.
d) Crewmember 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
instrument to either pilot.
f) Use of equipment specifically required for ETOPS operations
such as cold weather gear and SATCOM.
g) Procedures to be followed in the event that there is a change in
conditions at an ETOPS alternate listed on the dispatch /flight
release that would preclude a safe approach and landing.
h) Procedures to be followed in the event that there is a change in
conditions at other potential en route diversion airports that
would preclude a safe approach and landing
i) Understanding and effective use of approved additional or
modified equipment required for ETOPS.
j) Fuel quantity comparison: the certificate holder’s training
program should identify fuel management procedures to be
followed during the en route portion of the flight. These
procedures should provide for an independent crosscheck of
fuel quantity indicators, for example, fuel used, subtracted
from the total fuel load, compared to the indicated fuel
remaining.
k) Fuel management: accounting for discrepancies between
planned fuel remaining and actual fuel remaining for example
estimated time of arrival ahead of or behind plan, gross
weight, and / or altitude differences.

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 Section 7 EXTENDED OPERATIONS (ETOPS)
FLIGHT OPERATIONS TRAINING
Page 50
REQUIREMENTS

l) Flight crew procedures unique to ETOPS as listed above in the

paragraph on ETOPS procedures documentation.
m) Passenger Recovery Plan (not applicable to Saudi Arabian
Airlines operations).
The certificate holder must provide training, ir required, to the flight
crewmembers and dispatchers relative to their perspective roles in the
certificate holder’s passenger recovery plan (GACA/FAR §121.415).

7.5. CHECK AIRMEN USED IN ETOPS.

The certificate holder must designate check airmen specially for ETOPS.
The objective of the ETOPS check airman program should be to ensure
standardized flight crewmember practices and procedures and also to
emphasize the special nature of ETOPS. Only airmen with a
demonstrated understanding of the unique requirements of ETOPS should
be designated as a check airman.

7.6. REVEW OF TRAINING PROGRAMS & MANUALS.

The purpose of the review is to verify the adequacy of information

provided to training programs and operating manuals. GACA will use the
information resulting from these reviews as the basis for modification or
updating flight crewmember training programs, operating manuals, and
checklists, as necessary.
GACA will also continually review in-service experience of systems
significant to ETOPS. The review includes system reliability levels and
individual event circumstances, including crewmember actions taken in
response to equipment failures or loss of capabilities.

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 EXTENDED OPERATIONS (ETOPS) Section 8

ETOPS DOCUMENTATION Page 51

8. ETOPS DOCUMENTATION

ETOPS is an ongoing improving process and needs to be evaluated

consistently for any weak areas that may emerge during its operation.
ETOPS documentation, which is the primary means of such evaluation,
needs to be accurate and unambiguous for effective analysis.
Furthermore, it is the responsibility of Management to procure, compile
and evaluate all relevant data and recommend / implement necessary
changes to the ETOPS procedures.
8.3. Sample Dispatch Release and Flight plan
To emphasize on ETOPS elements and reduce cluttering, the data specific
to ETOPS in the sample ETOPS Dispatch Release and Flight Plan, are
printed in black, whereas the normal data has been printed in light grey
colour.

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 Section 8 EXTENDED OPERATIONS (ETOPS)

Page 52 ETOPS DOCUMENTATION

8.4. ETOPS DESPATCH RELEASE

ETOPS Approval Time

The ICAO & IATA airport

designators from which the
time/distance circles are drawn.

Position Reports
• Every 3 hrs – Non ETOPS
Area
• Approximately one (1)
hour before entering
ETOPS Area
• Approximately every one
(1) in ETOPS Area

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 EXTENDED OPERATIONS (ETOPS) Section 8

ETOPS DOCUMENTATION Page 53

8.5. ETOPS FLIGHT PLAN

ETOPS Fuel.
Any additional fuel required for
compliance with Critical Fuel
Scenario (en-route diversion)

Fuel Bias (APD) applied in lieu of

additional 5% (FAA requirement).

Earliest and Latest ETA

at ETOPS Alternates

Equi-Time Point (ETP) between two

enroute alternates (LEST & CYYR).
Note: There can be more than one
ETP.

// IFR //STD 2320 Z

SVA 25/20090928 HZAKI TO JFKSTD 2320
STA 1200 Z

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 Section 8 EXTENDED OPERATIONS (ETOPS)

Page 54 ETOPS DOCUMENTATION

Reports required by Dispatcher, as

indicated in the Dispatch Release

Equi-time Point (ETP) between

two en-route alternates.

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EXTENDED OPERATIONS (ETOPS) Section 8

ETOPS DOCUMENTATION Page 55

Diversion Summary

Minimum Fuel required over ETP

Drift Down Summary

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 Section 8 EXTENDED OPERATIONS (ETOPS)

Page 56 ETOPS DOCUMENTATION

8.4. MAINTENANCE VERIFICATION FLIGHT

The following log slips provide examples of how Technical Services

would prepare the documentation for a verification flight item.
These examples are taken from the Technical Services, Department
Procedures Manual, Major Base Maintenance.
Seq. L001 Initial Crew Entry and Defect Clearance:

This is the initial write up by the flight crew, or Technical Services

personnel. The action is signed off by Technical Services stating that a
verification flight is required.

Seq. L002 Initial Verification Flight Request:

The next available sequence is completed to show the verification flight

requirements. The Deferred Maintenance Item number (DMI No.) is
assigned by MCC.

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 EXTENDED OPERATIONS (ETOPS) Section 8

ETOPS DOCUMENTATION Page 57

Seq. L014 ETOPS Airworthiness Release:

This sequence details the ETOPS Airworthiness Release (AWR). The

ETOPS AWR is documented on a separate log sequence and does not
form part of any other log sequence.

Seq. L015 Final Verification Flight Request – Raising:

The flight verification request is entered by Technical Services after the

sequence documenting the ETOPS AWR.

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 Section 8 EXTENDED OPERATIONS (ETOPS)

Page 58 ETOPS DOCUMENTATION

Seq. L015 Final Verification Flight Request – Clearing:

A flight crewmember will enter the outcome of the verification flight in

the action column along with his signature and PRN as indicated. The
verification flight, if satisfactory, is cleared by Technical Services based
on the flight crewmembers entry and SITA message sent by MCC. If
unsatisfactory, Technical Services will take further maintenance action.

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 EXTENDED OPERATIONS (ETOPS) Section 8

ETOPS DOCUMENTATION Page 59

8.5. WEATHER

En-route Alternate Airport Forecast Weather Log

En-route Alternate Airport Actual Weather Log

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 Section 8 EXTENDED OPERATIONS (ETOPS)

Page 60 ETOPS DOCUMENTATION

8.6. ETOPS SIGNIFICANT EVENT REPORT FORM

An ETOPS flight report shall be completed for any operationally

significant event and forwarded to the respective Fleet Manager’s office.

ETOPS SIGNIFICANT EVENT REPORT FORM

FLT No DATE

FROM TO

AIRCRAFT AIRCRAFT
TYPE REG

PHASE OF FLT ALTITUDE

In-flight shutdown

Diversion or turn-back

Un-commanded power changes or surges

Inability to control the engine or obtain desired power.

Problems with ETOPS Significant Systems

Name of system

Previously reported Y N

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ETOPS DOCUMENTATION Page 61

Remarks / Any other event detrimental to ETOPS

Signature

Name PRN

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 Section 9 EXTENDED OPERATIONS (ETOPS)

Page 62 ETOPS CHECKLIST

9. ETOPS CHECKLIST
9.1. PRE-FLIGHT
9.1.1. Dispatch
Documentation. Additional Documentation required for ETOPS Flights.
ETOPS Dispatch Release – Approval Time; Airports used for time/distance
circles; Reporting points for dispatch; Dispatcher SITA Address/Telephone
No; HF frequencies.
CFP –Additional ETOPS Fuel – if required; En-route Alternates – earliest &
latest arrival times; Most Critical Fuel Scenario – Fuel required; Reporting
Points marked on CFP and Plotting Chart; ETP between two alternates –
Data; Drift Down summary; Depressurization Summary; One Engine INOP
summary;
Weather for En-route Alternate – Earliest/Latest time of Landing
Plotting Chart – if required
9.1.2. Cockpit Preparation
Technical Log – ETOPS Release; MEL/HIL – items affecting ETOPS.
Communication – check HF, SATCOM and ACARS.
FMS – Crosscheck legs distance & tracks.
9.1.3. In-flight
• Normal
Refer section § 3 of this ETOPS manual.
Communications – ensure correct selection of en-route Radio Frequencies.
• Non-Normal
Weather deterioration – refer section §[Link] this ETOPS manual.
Engine Failure – refer section §4.1.2. of this ETOPS manual.
System Failure refer – MEL/CDL and section §4.1.1of this ETOPS manual.
Diversion Process - § 4.1.5. of this ETOPS manual.
9.1.4. Post-flight
ETOPS Significant Event Report Form – if required, complete.

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 EXTENDED OPERATIONS (ETOPS) Section 10

DEFINITIONS Page 63

10. DEFINITIONS

The following definitions are applicable to ETOPS. They include

definitions from Title 14 of the Code of Federal Regulations (14 CFR)
parts 1 and 121, as well as terms that are used within the context of
relevant GACA / FAA Advisory Circulars with respect to ETOPS:
Adequate Airport.
(1) An airport that meets the requirements of part 139, subpart D of this
chapter, excluding those that apply to aircraft rescue and fire fighting
service, or
(2) A military airport that is active and operational.
Alternate Airport (ETOPS). An adequate airport listed in the certificate
holder’s operations specifications (OpSpecs) that is designated in a
dispatch or flight release for use in the event of a diversion during
ETOPS. This definition applies to flight planning and does not in any way
limit the authority of the pilot in command (PIC) during flight.
Area of Operation (ETOPS). For turbine-engine-powered airplanes with
two engines an area beyond 60 minutes from an adequate airport, or with
more than two engines in passenger- carrying operations, an area beyond
180 minutes from an adequate airport, and within the authorized ETOPS
maximum diversion time approved for the operation being conducted. An
ETOPS area of operation is calculated at an approved one-engine
inoperative cruise speed under standard conditions in still air.
Critical Fuel Scenario. The most limiting en-route fuel supply
requirements of GACA/FAR §121.646(b).
Critical Point. Critical point for a diversion during a flight, considering
possible one-engine failure and/or airplane depressurization with all
engines operating or one engine out.
Configuration, Maintenance, and Procedures (CAMP) document.
means a document approved by the FAA that contains minimum
configuration, operating, and maintenance requirements, hardware life-
limits, and Master Minimum Equipment List (MMEL) constraints

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 Section 10 EXTENDED OPERATIONS (ETOPS)

Page 64 DEFINITIONS

necessary for an airplane-engine combination to meet ETOPS type design

approval requirements.
Delta ISA conditions. For some specific geographical areas where the
temperature deviation from ISA is essentially constant all the year
through, the operational authorities may agree to determine the area of
operation, considering this specific delta ISA condition at the typical one-
engine-out diversion altitude.
Entry Point (ETOPS). The first point on the route of an ETOPS flight;
determined using a one-engine inoperative cruise speed under standard
conditions in still air that is more than 60 minutes from an adequate
airport for airplanes with two engines, and more than 180 minutes from
an adequate airport for passenger-carrying airplanes with more than two
engines. It indicates the beginning of the ETOPS segment.
Equal-Time Point (ETP). A point on the route of flight where the flight
time, considering wind, to each of two selected airports is equal.
ETOPS Segment. Starts at the ETOPS entry point and finishes at the
ETOPS exit point, when the route is back and remains within 60 minutes
(2 engine aircraft), or 180 minutes (3-4 engine aircraft) from an adequate
airport. An ETOPS route can contain several ETOPS segments separated
from one another.
Exit Point (ETOPS). A point located on the aircraft route, where the
aircraft has been flying in an ETOPS segment, it enters an area of 60
minutes (two engine aircraft), and 180 minutes (more than 2 engine
passenger carrying aircraft) of flying time, at the selected one-engine out
diversion speed schedule (in still air and ISA conditions), to an adequate
airport. It marks the end of that particular ETOPS segment.
Extended Range Operations (ETOPS). An airplane flight operation
during which a portion of the flight is conducted beyond 60 minutes from
an adequate airport for turbine-engine-powered airplanes with two
engines, and beyond 180 minutes for turbine-engine-powered passenger-
carrying airplanes with more than two engines. This distance is
determined using an approved one-engine inoperative cruise speed under
ISA (standard atmospheric) conditions in still air.
Note. The term ETOPS originally given to Extended Twin Engine
Operations, is now used for extended Range Operations, and is

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 EXTENDED OPERATIONS (ETOPS) Section 10

DEFINITIONS Page 65

applicable to all two engine, and passenger carrying three- and four
engine aircraft.
Flight-by-Flight Exception. The application of a greater ETOPS
maximum diversion authority under specific, limited circumstances, as
defined in this document, when a flight cannot be planned on the
preferred route within an authorized lesser diversion time.
In-Flight Shutdown (IFSD). When an engine ceases to function (when
the airplane is airborne) and is shut down, whether self induced, flight
crew initiated or caused by an external influence. GACA / FAA considers
IFSD for all causes, such as flameout, internal failure, flight crew initiated
shutdown, foreign object ingestion, icing, inability to obtain or control
desired thrust or power, and cycling of the start control; however briefly,
even if the engine operates normally for the remainder of the flight. This
definition excludes the airborne cessation of the functioning of an engine
when immediately followed by an automatic engine relight and when an
engine does not achieve desired thrust or power but is not shut down.
Maximum Diversion Time. For the purposes of ETOPS, Maximum
Diversion Time means, for the purposes of ETOPS route planning, the
longest diversion time authorized for a flight under the operator's ETOPS
authority. It is calculated under standard conditions in still air at a one-
engine-inoperative cruise speed.
Operational Flight Plan (OFP). The operator’s plan for the safe conduct
of the flight based on considerations of aircraft performance, other
operating limitations and relevant expected conditions on the route to be
followed and at the aerodromes concerned.
The OFP consists of the Flight Dispatch Release and the Computerized
Flight plan.
One-Engine Inoperative Cruise Speed. For the purposes of those
sections of GACA/FAR §121.7, the one-engine inoperative cruise speed
is a speed within the certified operating limits of the airplane that is
specified by the certificate holder and approved by GACA for calculating
required fuel reserves needed to account for an inoperative engine, or
determining whether an ETOPS alternate is within the maximum
diversion time authorized for an ETOPS flight.

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 Section 10 EXTENDED OPERATIONS (ETOPS)

Page 66 DEFINITIONS

Process. A series of steps or activities that are accomplished in a

consistent manner to ensure a desired result is attained on an ongoing
basis.
Proven Process. A process is considered to be proven when the
following elements are developed and implemented:
Definition and documentation of process elements.
Definition of process related roles and responsibilities.
Procedures for validation of process or process elements to include:
Indications of process stability/reliability;
Parameters to validate process and monitor (measure) success;
Duration of necessary evaluation to validate process, and
Procedure for follow-up in-service monitoring to assure the process
remains reliable and stable.
Qualified Personnel (ETOPS). A person performing maintenance for
Saudia, who has satisfactorily completed, and is current in Saudia’s
ETOPS qualification program.
ETOPS Significant System.
An airplane system, including the propulsion system, the failure or
malfunctioning of which could adversely affect the safety of an ETOPS
flight, or the continued safe flight and landing of an airplane during an
ETOPS diversion. Each ETOPS significant system is either an ETOPS
Group 1 significant system or an ETOPS Group 2 significant system.
An ETOPS Group 1 Significant System:
Has fail-safe characteristics directly linked to the degree of redundancy
provided by the number of engines on the airplane;
Is a system, the failure or malfunction of which could result in an in-flight
shutdown (IFSD), loss of thrust control, or other power loss;
Contributes significantly to the safety of an ETOPS diversion by
providing additional redundancy for any system power source lost as a
result of an inoperative engine; and

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 EXTENDED OPERATIONS (ETOPS) Section 10

DEFINITIONS Page 67

Is essential for prolonged operation of an airplane at engine inoperative

altitudes.
An ETOPS Group 2 significant system:
Is an ETOPS significant system that is not an ETOPS Group 1 significant
system. Group 2 system failures will not cause aircraft flight performance
loss or cabin environment problems but may result in diversions or turn
backs.
If one of the following SYSTEMS/SUB-SYSTEMS become
unserviceable, refer to the relevant MEL/CDL for ETOPS operational
limitations.
Electrical (including battery
Hydraulic
Pneumatic
Fuel
Ice Protection
Air Conditioning & Pressurization
Fire Protection
Auxiliary Power Unit
Communications
Engine Fuel & Control System
Engine Air System
Engine Start & Ignition
Engine Oil
Any other system necessary for ETOPS
Suitable Airport. The following is a list of some, but not all, factors that
may be relevant in determining whether or not an airport is suitable, and
are consistent with the ETOPS principle of protecting the diversion once
it occurs:
• Airplane configuration, weight, systems status, and fuel remaining;
• Wind and weather conditions en route at the diversion altitude;
• Minimum altitudes en route to the diversion airport;
• Fuel burn to the diversion airport;
• Airport’s nearby terrain, weather, and wind;
• Availability and surface condition of runway;

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 Section 10 EXTENDED OPERATIONS (ETOPS)

Page 68 DEFINITIONS

• Approach navigation aids and lighting available;

• Rescue and fire fighting services (RFFS) at the diversion airport
facilities for passenger and crewmember disembarkation, and
accommodations;
• PIC’s familiarity with the airport; and
• Information about the airport provided to the PIC by the certificate
holder.
Threshold Distance. RNAV distances from threshold, in the Constant
Descent Final Approach (CDFA) concept.
Time Critical Equipment. Equipment like Cargo Fire Suppression
Systems and Oxygen supply that may restrict and reduce the maximum
diversion time.
Saudia must ensure that the time limited systems requirements of
GACA/FAR 121.633 are met at the equal time point between ETOPS
alternates, determined by the ETOPS Critical Fuel Scenario.
Certificate holders flying three- and four engine airplanes, prior to the
established installation time and certification time requirements of the
regulation for these systems and their airplanes, are exempt from these
flight planning limitations.

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 EXTENDED OPERATIONS (ETOPS) Section 3

ADDENDUM / APPENDIX Page 69

11. ADDENDUM / APPENDIX

11.1. FMC Technique (B-777)

Use fix pages 1 & 2 for setting the ETOPS entry & exit points via 430 NM
arc;
Set en-route alternate airports on alternate airport page – use as X/check for
ETP’s;
Enter ETP’s as times on fix page;
Note: LAT/LONG of ENTRY / EXIT points shall only be entered in legs
page, without execution, for cross check purposes.

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Page 70 11. ADDENDUM / APPENDIX

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 EXTENDED OPERATIONS (ETOPS) Section 12

PILOT’S NOTES Page 71

12. PILOT’S NOTES

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Page 72 PILOT’S NOTES

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PILOT’S NOTES Page 73

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Page 74 PILOT’S NOTES

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