Internal Combustion Engine and no Diversion Required Free Essays

ETOPS DEFINITIONS : ETOPS are those flights conducted over a route that contains a point further than one hour flying time at one engine inoperative, still air cruise speed under standard conditions from an ADEQUATE AIRPORT. 430 NM’s for A-310 for one hour. We have 120 minutes ETOP’S approval from DGCA. We will write a custom essay sample on Internal Combustion Engine and no Diversion Required or any similar topic only for you Order Now ADEQUATE AIRPORT : is an airport that meets the landing performance requirements of the aircraft ie. Ruway length, ATC, Lighting, Communications, weather reporting, Nav Aids, airport facilities and at least one instrument approach. Adequate Airports are selected at the time of planning ETOP’S routes. [Not necessary to meet PCN requirements. ACN may exceed PCN when airport is used in an Emergency – not normal use] SUITABLE AIRPORT : is an ADEQUATE AIRPORT which at the ANTICIPATED time of use. [1 Hour before earliest E. T. A. to 1 Hour after latest E. T. A. ] has weather reports OR forecasts which indicate the weather conditions to be at or above the approved minima. The X – Wind component for Runway expected should be below permitted X – Wind limits. IMPORTANT ADEQUATE AIRPORTS are fixed when planning route. SUITABLE AIRPORTS vary for each flight depending upon real time weather, Facilities available/not available, etc. applicable at the time of despatch of an ETOP’S flight. In case of an actual Diversion to a SUITABLE AIRPORT, normal landing minima will apply. Check Wx for SUITABLE AIRPORT is above landing minima for that airport before entry into ETOPS area. ADEQUATE AIRPORTS may temporarily become unsuitable if any of the requirements of a ADEQUATE AIRPORT may be temporarily unavailable. WEATHER MINIMA Weather minima for airports designated as suitable enroute alternates under ETOPS Regulations are prescribed as under. It must be noted that the minima shown hereunder are for despatch release purposes only and in the event of an actual diversion, the applicable landing minima for that airport will be the controlling factor. Further, these minimas are for precision/non precision approaches at the respective airports. In the event ILS is not available, the despatch ETOP minima for that airport should be determined as per FAA Advisory circular AC 120 – 42A dated 30. 12. 1988 which lays down the following criteria. 1. Airports with 2 or more ILS on separate runways: Ceiling of 400ft and visibility of 1600m or Ceiling of 200ft and visibility of 800m above the authorised ILS landing minima; HIGHER. 2. Airports with ILS on single runway: Ceiling of 600ft and visibility of 3200m or Ceiling of 400ft and visibility of 1600m above the authorised ILS landing minima;HIGHER. . Airports with non – precision approaches: Ceiling of 800ft and visibility of 3200m or Ceiling of 400ft and visibility of 1600m above the authorised non precision landing minima; whichever is higher. NOTE : * – Based on the consideration RW 09/27 is available. # – To be used only when RW 09/27 is not available for operation. CHANGING ALTERNATE IN FLIGHT There is no restriction on the Commander in changing the alternate in flight, after taking into consideration all factors, provided the aforesaid conditions are satisfied. In an emergency, the Commanders can act in the best interest of the Company and occupants of the aircraft. DIVERSION STRATEGIES Diversions due to land ASAP situations. 1. In Flight Engine Fire. 2. APU Fire. 3. Single Engine Operation. 4. Loss of Both Engine Generators. 5. Avionics Smoke. 6. Cargo Compartment Smoke. 7. Dual Hydraulic System Lo Pressure. Critical fuel Scenarios are : 1. Engine Failure. 2. Pressurisation Failure. 3. Engine Pressurisation Failure. Depending upon the situation, 3 Strategies are used : 1. ELECTRICAL GENERATION |AVAILABLE GENERATOR’s AT |AFTER 1ST GEN FAILED |AFTER 2nd GEN FAILED OR APU |AFTER 3RD GEN FAILED | | |DESPATCH | |NOT AVAILABLE | | |NORMAL DESPATCH |2 ENG |START APU |NO DIVERSION REQUIRED |DIVERSION REQUIRED | | |1 APU |NO DIVERSION REQUIRED | | | | |1 STANDBY | | | | |MEL OR NORMAL |2 ENG |NO DIVERSION REQUIRED |DIVERSION REQUIRED |NOT APPLICABLE | | |1 APU | | | | |MEL DESPATCH |2 ENG | | | | | |1 STANDBY (b) | | | | (b) STANDBY GENERAT OR TO BE CHECKED ON GROUND. 2. ALWAYS DIVERT TO NEAREST SUITABLE AIRPORT FOR CARGO SMOKE. 3. IF GREEN HYDRAULIC LOST, STANDBY GENERATOR U/S, FACTOR THIS IN CASE OF MEL RELEASE FOR ELECTRICAL, SUBSEQUENT ELECTRICAL FAILURES. MEL DESPATCH CONSIDERATIONS FOR ETOP’s [NOT EXHAUSTIVE – CHECK MEL FOR ACTUAL] 1. AIR CONDITIONING. BOTH PACKS, PACK DEFLECT DOORS, TBV, PACK FAULT LIGHTS, PACK AUTO/MAN TEMPERATURE CONTROL. 2. PRESSURISATION. BOTH OUTFLOW VALVES. 3. VENTILATION. BLOWER FAN, EXTRACT FAN, OVBD VALVE, INBD VALVE. 4. AUTO FLIGHT SYSTEM. PITCH TRIM : FOR ER, #2 MAYBE INOPERATIVE. BUT BOTH OPERATIVE FROM BASE. AUTO PILOT 1 : AUTO PILOT OFF WARNING MESSAGE. TCC AUTO THROTTLE ACTUATOR MAYBE INOPERATIVE. [FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS CAN BE MADE] 5. ELECTRICAL. STANDBY GEN MUST BE OPERATIVE. DESPATCH ALLOWED FOR 1 FLIGHT TO AIRPORT WHERE REPAIRS CAN BE MADE. OR FOR ER MAY BE INOPERATIVE PROVIDED APU GENERATOR AVAILABLE AND OPERATES CONTINOUSLY WHEN IN ETOPS SECTOR [ BEYOND 60 MINUTES FROM AN ADEQUATE AIRPORT ] APU GEN EXCEPT FOR ER MAYBE INOP OR FOR ER OPERATIONS UPTO 120 MINUTES, APU GEN MAYBE U/S PROVIDED STANDBY GENERATOR IS OPERATIVE. 6. FIRE PROTECTION. BOTH FIRE LOOPS ON EACH ENGINE. 7. CRT. ALL CRT’s, ECAM SGU, FWC. ONLY IRS #2 CAN BE INOPERATIVE. IRS 1 IRS 3 MUST BE OPERATIVE. BOTH FMS. 8. PNEUMATIC. BOTH BLEED SYSTEMS, BLEED VALVES. 9. ENGINE IGNITION. CHECK MEL. 10. IMPORTANT FOR ETOPS STANDBY HORIZON, BOTH OIL QUANTITY, FUEL QUANTITY INDICATIONS, â€Å"DC ESS ON BATT† LIGHT, APU INDICATIONS ON ECAM, FUEL X – FEED, 2 HF, 2 VHF. ETOPS FUEL AND FLIGHT PLANNING EEP :ETOPS ENTRY POINT. THAT POINT ON ROUTE WHICH IS FURTHER THAN ONE HOUR FROM AN ADEQUATE AIRPORT. EXP :ETOPS EXIT POINT. THAT POINT ON ROUTE AT END OF ETOPS SEGMENT WHERE AN ADEQUATE AIRPORT IS AVAILABLE WITHIN ONE HOUR. ETP :EQUI – TIME POINT BETWEEN TWO SUITABLE DIVERSION ALTERNATES. CRITICAL FUEL SCENARIOS : IS FUEL REQUIRED ASSUMING A NORMAL FLIGHT AND 3 DIFFERENT FAILURE SCENARIOS AT CRITICAL POINT. THE 1 REQUIRING MOST FUEL IS ETOPS CRITICAL FUEL SCENARIO. THE THREE FAILURES ARE ( ENGINE FAIL. ( DE PRESSURISATION. ( ENGINE FAILURE AND DEPRESSURISATION. FUEL REQUIREMENT ? FUEL BURN OFF FROM CRITICAL POINT TO DIVERSION AIRPORT, DOWN TO 1500 FEET OVERHEAD. ASSUMING SIMULTANEOUS FAILURE OF ENGINE AND PRESSURISATION, IMMEDIATE DESCENT TO 10,000’ THEN CRUISE AT SINGLE ENGINE SPEED. ? 15 MINUTES HOLDING AT 1500’ AT GREEN DOT SPEED. ? ONE INSTRUMENT APPROACH, SECOND VISUAL APPROACH. 5% OF FUEL BURN OFF AS CONTINGENCY FUEL. ? 5% FUEL MILEAGE PENALTY OR A DEMONSTRATED PERFORMANCE FACTOR. ? EFFECT OF MEL – CDL. ? APU FUEL CONSUMPTION IF REQUIRED AS POWER SOURCE. ? WIND AND MET CONDITIONS CONSIDERED FOR CRUISE AT SINGLE ENGINE ALTITUDE THEN TO DESCEND AND LAND INCLUDING ICING CO NDITIONS, WING ANTI – ICE, NACELLE ANTI – ICE AND DRAG FROM ICE ON UNHEATED PORTIONS OF AIRCRAFT. ? ATC CONSTRAINTS. AIR INDIA ETOPS FLIGHT PLAN ETOPS ANALYSIS. CIRCULAR A310/99/RED-11. FOR THE CHOSEN SUITABLE PAIR OF AIRPORTS FOR THE FLIGHT, THE EARLIEST/LATEST TIME OF ARRIVAL IS GIVEN. EXAMPLEVOMM SUITABLE 2140Z/0139Z [EARLIEST BASED ON 2 ENGS, LATEST 1 ENG] WMKP SUITABLE 2335Z/0139Z THESE TIMES ARE BASED ON ONE HOUR BEFORE EARLIEST ARRIVAL TO ONE HOUR AFTER LATEST ARRIVAL. EARLIEST ARRIVAL TIME BASED ON TWO ENGINE OPERATIVE SPEED. LATEST ARRIVAL TIME BASED ON ONE ENGINE INOPERATIVE SPEED. THE CRITICAL FUEL CALCULATION IS BASED ON ABOVE CHOSEN PAIR OF SUITABLE ALTERNATES. FORMAT ? ETP LAT/LONG / DISTANCE FROM ORIGIN AIRPORT TO ETP / FLIGHT TIME FROM ORIGIN AIRPORT TO ETP / BURNOFF FROM ORIGIN AIRPORT TO ETP / ESTIMATED FUEL REMAINING OVER ETP. ? TIME FROM ETP TO ALTERNATE BASED ON ONE ENGINE FIXED TAS / TEMP AT FL100 AT ALTERNATE 1 / ETP / ALTERNATE 2 ? THEN FOLLOWS A SUMMARY OF GREAT CIRCLE DIST / MET DATA FROM ETP TO BOTH SUITABLE ALTERNATES. FUEL CALCULATION IS BASED ON LRC ALSO WEIGHT OVER ETP IS GIVEN. THE LAST PART CONTAINS THE CRITICAL FUEL CALCULATION REQUIRED TO DIVERT TO ALTERNATES FROM ETP. ? THE FIRST COLUMN ON THE LEFT SIDE GIVES THE MOST LIMITING FUEL REQUIRED FOLLOWED BY TIME FOR THE ENTIRE LINE. THE TOTAL OF THIS COLUMN WHICH GIVES YOU THE TOTAL C RITICAL DIVERSION FUEL. ? TOTAL CRITICAL DIVERSION FUEL PLUS FUEL FROM ORIGINAL AIRPORT TO ETP IS EQUAL TO TOTAL ETOPS REQUIRED FROM ORIGIN. ? THE NORMAL FLIGHT PLAN FUEL SHOULD BE HIGHER THAN THIS FUEL. ? NOTE TAXI FUEL IS NOT INCLUDED IN THE ABOVE CALCULATIONS. STANDBY GEN CHECK [DONE BY AME] / FUEL X – FEED CHECK FOR ETOPS. REFERENCES FOR ETOPS ? STANDING ORDERS PAGE 7 – 16 [ EXTRACTS ON NEXT PAGE ] ? FLIGHT DESPATCH MANUAL ? CIRCULARS A-310/1999/RED-118/4/99ETOPS FLIGHT PLANNING A-310/2001/RED-288/7/01ETOPS A-310 [IMPORTANT CIRCULAR – HAS ALL OUR ROUTES, ETOPS SEGMENTS AND ETOPS ALTERNATES] ? OPS/HQ/A-310/92-4 26/8/92 ? JEPESSEN – ETOPS WEATHER MINIMA STANDING ORDERS ON ETOPS ? NOTE – IN CASE OF ENGINE FAILURE OR SINGLE/MUTIPLE PRIMARY SYSTEM FAILURE IT IS A REQUIREMENT THAT PILOT DIVERT TO NEAREST ADEQUATE/SUITABLE AIRPORT. ? AS FAR AS POSSIBLE RETURN OR PROCEED TO AN ONLINE AIRPORT WITHIN THE STIPULATED RANGE OR LAND AT AN AIRPORT ON THE TRACK. ? IF MORE THAN ONE SUITABLE ALTERNATE AVAILABLE, CONSIDER AVAILABILITY OF ENGINEERING. ETOPS ENROUTE ALTERNATES. SECTOR |ALTERNATES | | | | |MAA – HKG – MAA |CHENNAI, BANGKOK, PHUKET | |BBG – SIN – BBG |CHENNAI, BANGKOK, PENANG, PHUKET, YANGOON | |SIN – DEL |PHUKET, CHENNAI, MUMBAI | |TRV – SIN – TRV |COLOMBO, PENANG, PHUKET, CHENNAI / KUALA LUMPUR, | | |CHENNAI / SINGAPORE | |BOM – SIN â₠¬â€œ BOM |CHENNAI, BANGKOK, PENANG, YANGOON, PHUKET | |MAA – KUL- MAA | | |MAA – SIN – MAA | | |BOM – DES – BOM |SALALAH / MOMBASA | |BOM – NBO – BOM |SALALAH / SEYCHELLES. MALE / SEYCHELLES | ———————– NO OBSTACLE (STANDARD STRATEGY) DESCEND WITH MCT/M0. 80/300 KTS ON REACHING S. E. ALT LRC 2. 16. 30 – Pg 7 TO 10 OBSTACLE PROBLEM (OBSTACLE STRATEGY) DRIFT DOWN WITH GREEN DOT SPD. MCT 2. 16. 30 1-2 AT D. D. ALT. IF OBSTL NOT CLD. MAINTAIN GREEN DOT/MCT, SEL HIGHER ALT TO CLR OBS. AND LVL CHG TO ACHIEVE ASC CRZ. IF OBS CLRD. FOR SUBSEQUENT CRZ USE LRC 2. 16. 30 – Pg. 7 TO 10 MINIMUM TIME DIVERSION (MIN TIME DIVERSION STRATEGY) FOR UN- EXTINGUISHED FIRE,SMOKE DESCEND AT MCT M0. 84/340 KTS RECOMMENDED – FL180 TO FL200 ON REACHING S. E. ALT. MAINTAIN MCT OR REQ THRUST FOR 340 KTS. 2. 16. 40 – Pg. 2 – 4 FL180 – FL200 | |PRECISION APPROACH |NON PRECISION APPROACH | |AIRPORT |CEILING ft |VISIBILITY mtrs CEILING ft |VISIBILITY mtrs | | | | | | | |ADEN |- |- |890 |3600 | |BANGKOK |400 |1600 |910 |4000 | |CHENNAI |650 |3200 |1250 |6000 | |CHIANG MAI |690 |3200 |1170 |5200 | |COLOMBO |630 |3200 |910 |3600 | |DANANG |690 |3200 |1070 |4800 | |DAR E SALAAM |600 |3200 |1070 |4800 | |DEN PASAR (Bali) |700 |3200 |860 |3600 | |DJIBOUTI |600 |3200 |900 |3800 | |HANOI |630 |3200 |1000 |4000 | |JAKARTA |420 |2000 |890 |4000 | |KARACHI |620 |3200 |790 |3200 | |KUALA LUMPUR |400 |1600 |940 |4000 | |KUNMING |680 |3200 |1200 |5200 | |LEARMONTH |- |- |900 |4900 | |MALE |730 |3200 |870 |3600 | |MOMBASA |600 |3200 |860 |3600 | |MUMBAI |* 610 |* 3200 1760 |6400 | | |# 900 |# 4400 | | | |MUSCAT |620 |3200 |960 |4000 | |NAIROBI |600 |3200 |1200 |6000 | |PENANG |690 |3200 |1550 |5600 | |PHUKET |- |- |1270 |5600 | |SALALAH |620 |3200 |830 |3600 | |SEYCHELLES |840 |4000 |1390 |6400 | |SINGAPORE |400 |1600 |970 |4000 | |YANGON |670 |3200 |900 |5 300 | |ETOP MINIMA FOR AIRPORTS WHICH CAN BE USED IN PLACE OF BOMBAY FOR GULF SECTORS [14 NOV 2002] | |AHMEDABAD |650 |3200 |950 |5200 | |CALICUT |1060 |5100 |1450 |6600 | |COCHIN |690 |3200 |1010 |4400 | |GOA |850 |3500 |990 |4800 | |TRIVANDRUM |650 |3200 |1170 |6000 | LAND ASAP DIVERSION SUMMARY FAIL ENGINE FIRE ENGINE OR APU SMOKE AVIONICS CARGO DUAL GENERATORS, HYDRAULIC How to cite Internal Combustion Engine and no Diversion Required, Papers