ETOPS
Extended Range Twin Engine Operations
It has become part of everyday normal operations. for twin engine aircraft, to cross the Atlantic and Pacific Oceans and the deserts. I will in this article give some idea on how ETOPS works.
Most twin engine airliners are certified so that have to be able to fly normally within a hour of an airfield in the event of an emergency. That is not a problem normally in Europe, but over the Oceans and at night in Africa where airfields often close, this could present a problem. A set of rules were developed by the Civil Aviation Authorities of the world, to allow long distance flights with twin engine aircraft. Aircraft have to be built and designed with proven engines. Hours are fed back and monitored by Authorities and manufacturers. Before these operations commence the airline has to be certified and assessed as well.
The Atlantic Ocean for example could not be crossed with the normal hour restriction. It could be crossed with a two hour restriction, however vast areas would not be able to be crossed as they are outside of the range of some of the airports. For an airline to be able to cross the Atlantic on all daily routes would require at least 138 minutes certification . For flights from America to Hawaii would normally require 3 hours certification as Hawaii from the West Coast of the USA is 6 hours flying. Airlines not certified for more than 2 hours would have to route further North crossing nearer Iceland and Greenland.
How does this affect the Pilots ?
As stated in my previous article on flying the Atlantic , pilots will monitor where they are all the times. They will nominate three airfields where at a given time, the weather is above limits at the time they fly through the area . For example Shannon in Ireland, Keflavik in Iceland and St Johns in Canada . As stated Atlantic tracks change each day on route. The pilots get a copy of the tracks and use a plotting chart before the flight to plot the tracks .The pilots then draw arcs for the 3 airports which show the arcs where the ETOPS maximum range is allowing for wind . The pilots then can work out which airport is closer to divert in an emergency. They then plot the mid track equal distance point in each sector ensuring it is within the ETOPS certified range.
SSee the diagram below please read it from bottom to top
Point A and B are Equal Distance Points
Each circle represents the permitted ETOPS range allowing for wind.
The pilots must ensure the aircraft is always within the ETOPS Range. Therfore an aircraft travelling from Europe at the bottom of the diagram would use Shannon as a diversion airfield until reaching point A. From point A until reaching point B Keflavik would be the diversion airfield and then on reaching point B ST Johns would be the diversion airfield. If the Oceanic Control Centre offered tracks not in the ETOPS range the Pilot should refuse.
For Flight Simulator we do not have plotting charts, but we can work out the midway point by using the GPS doing the following :-
Warning do not push the enter button or you will lose your flight plan . Or get an aircraft with a FMC then you can program these equal distance points in.
Push the direct to key on the GPS type in the airport ID it should give a heading and distance to the airport . Note the miles and time then repeat the process with the second airfield and note the distance. Obviously which ever is closer is your diversion airfield. Repeat this on a regular basis.
You therefore need to know the 4 letter ID of the three airports for the flights. It is suggested you use these three airports as standard. It gives you something to do whilst flying the Atlantic. To get yourself onto the Atlantic you can purchase charts from Aerad or Jeppesen. The links are on other parts of the flight school. There is also a North Atlantic Chart for you to purchase at Aerad.
One final note
ETOPS often applies in Africa as some airfields close at night and
the desert becomes the same as an ocean. Pacific and many other areas of the
world require ETOPS considerations it is not only the Atlantic Ocean.
Pilots apply this for a diversion airfield plan even when flying short haul using
a similar method.
Before an aircraft goes on an ETOPS flight the aircraft has to be certified for the flight. The certificate lasts for one journey only it could allow an intermediate stop. Once the aircraft arrives at the final destination. Another inspection is made before the aircraft is re-certified for the return long distance leg. So an Aircraft could get its certificate issued at Luton for a Journey to Orlando allowing a stop at Newcastle Outbound.
The Boeing 777 is the first airliner to be built certified for 3 hour ETOPS on delivery date.