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GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT, NEW DELHI
CIVIL AVIATION REQUIREMENTS
SECTION 8 - AIRCRAFT OPERATIONS
SERIES 'S' PART I
ISSUE II, 04TH SEPTEMBER 2014
Revision 3 Effective: _______2019
File No: AV. 2202411612013-FSD
SUBJECT: REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS
(EDTO) FOR COMMERCIAL AIR TRANSPORT.
1. INTRODUCTION:
1.1 The purpose of initial ETOPS regulations were to provide very high level of safety
while facilitating the use of twin engines on routes, which were previously restricted
to three or four engine aeroplanes. ETOPS has now evolved to EDTO (Extended
Diversion Time Operations) to encompass two or more engine aeroplanes and the
intent of the current regulation is to avoid a diversion and if it occurs, to ensure that
the diversion is safe. EDTO may be referred as ETOPS in some documents (AFM
etc).
1.2 This Civil Aviation Requirement is issued under the provision of Rule 29C and
133A of the Aircraft Rules 1937 and lays down requirements for obtaining
airworthiness and operational approval for EDTO.
2. APPLICABILITY:
2.1 This CAR is applicable to operators engaged in Commercial Air Transport Operations
beyond the threshold time established by DGCA for EDTO and lays down the
minimum requirements for turbine aeroplanes transiting oceanic areas or routes over
land, registered in India, and engaged in EDTO. Operators shall not operate an
aeroplane with two or more engines or an aeroplane of AUW more than 5700 kg
beyond the threshold time unless approved by DGCA for EDTO.
2.2 To be eligible for EDTO, the specified airframe/ engine combination should have
been certificated to the Airworthiness Standards of Transport Category aeroplanes
by FAA of USA or EASA or by any other regulatory authority acceptable to DGCA.
1CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
3. DEFINITIONS:
3.1 Alternate Aerodrome. An aerodrome to which an aircraft may proceed when it
becomes either impossible or inadvisable to proceed to or to land at the aerodrome
of intended landing where the necessary services and facilities are available, where
aircraft performance requirements can be met and which is operational at the
expected time of use. Alternate aerodromes include the following:
Take-off alternate. An alternate aerodrome at which an aircraft would be able to land
should this become necessary shortly after take-off and it is not possible to use the
aerodrome of departure.
En-route alternate. An alternate aerodrome at which an aircraft would be able to
land in the event that a diversion becomes necessary while en route.
Destination alternate. An alternate aerodrome at which an aircraft would be able to
land should it become either impossible or inadvisable to land at the aerodrome of
intended landing.
3.2 Extended diversion time operations (EDTO). Any operation by an aeroplane
with two or more turbine engines where the diversion time to an en-route alternate
aerodrome is greater than the threshold time established by the DGCA.
3.3 EDTO Entry Point. The first point on the route of an EDTO flight; determined using
a one-engine inoperative cruise speed under standard conditions in still air that is
more than the threshold from an enroute alternate airport for airplanes with two
engines and more than two engines.
3.4 EDTO critical fuel. The fuel quantity necessary to fly to an en-route alternate
aerodrome considering, at the most critical point on the route, the most limiting
system failure.
3.5 EDTO-significant system. An aeroplane system whose failure or degradation could
adversely affect the safety particular to an EDTO flight, or whose continued
functioning is specifically important to the safe flight and landing of an aeroplane
during an EDTO diversion.
3.6 Isolated aerodrome. A destination aerodrome for which there is no destination
alternate aerodrome suitable for a given aeroplane type.
3.7 Maximum diversion time. Maximum allowable range, expressed in time, from a
point on a route to an en-route alternate aerodrome.
3.8 Point of no return. The last possible geographic point at which an aeroplane can
proceed to the destination aerodrome as well as to an available en route alternate
aerodrome for a given flight.
3.9 Threshold time. The range, expressed in time, established by the State of the
Operator to an en-route alternate aerodrome, whereby any time beyond requires an
EDTO approval from the State of the Operator.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
3.10 Auxiliary Power Unit (APU). A gas turbine engine intended for use as a power
source for driving generators, hydraulic pumps and other aeroplane accessories,
equipment and/or to provide compressed air for aeroplane pneumatic system.
3.11 In - Flight Shutdown (IFSD). When an engine ceases to function in flight and is
shutdown, whether self-induced, crew initiated or caused by some other external
influence (i.e. IFSD for all cases; for example due to flameout, internal failure, crew
initiated shutoff, foreign object ingestion, icing, inability to obtain and/or control
desired thrust etc.).
3.12 Propulsion System. A system consisting of power unit and all other equipment
utilized to provide those functions necessary to sustain, monitor and control the
power/thrust output of any one-power unit following installation on the airframe.
3.13 EDTO Configuration, Maintenance and Procedures (CMP) Standard. The
particular aeroplane configuration minimum requirements including any special
inspection, hardware life limits, master minimum equipment list constraints and
maintenance practices found necessary to establish the suitability of an airframe
engine combination for an EDTO.
4. THRESHOLD TIME
4.1 The threshold time established by DGCA is given below:
Operator/ Aeroplane Threshold time
1. Scheduled operators with two engine
aeroplanes irrespective of AUW and
passenger capacity
2. Twin engine aeroplanes with maximum 60 minutes
passenger seating capacity of more than 19
passengers and maximum AUW more than
45360 kgs
3. Non-scheduled operators (NSOPs)
operating two engine aeroplanes with 120 minutes
maximum passenger seating capacity of 19 (with prior approval of
or less passengers and maximum AUW less DGCA)
than 45360 kgs.
4. Aeroplanes more than two engines 120 minutes
4.2 All operators conducting operations beyond 60 minutes from a point on a route to
an en-route alternate aerodrome shall ensure that:
a) for all aeroplanes:
1) en-route alternate aerodromes are identified; and
2) the most up-to-date information is provided to the flight crew on identified en-
route alternate aerodromes, including operational status and meteorological
conditions;CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
b) for aeroplanes with two turbine engines, the most up-to-date information
provided to the flight crew indicates that conditions at identified en-route alternate
aerodromes will be at or above the operator’s established aerodrome operating
minima for the operation at the estimated time of use.
4.3 In addition to the requirements in 4.2, all operators shall ensure that the following
are taken into account and provide the overall level of safety intended by
requirements of CAR Section 8 Series O Part II:
a) operational control and flight dispatch procedures;
b) operating procedures; and
c) training programmes.
4.4 In addition to the requirements contained in paras 4.2 and 4.3, Non-Scheduled
Operators operating two engine aeroplanes with maximum passenger seating
capacity of 19 or less passengers and maximum AUW less than 45360 kgs and
intending to use 120 minutes threshold time shall comply with the requirements
given at Annexures 2 and 3 of this CAR.
4.5 Operators with aeroplane with two or more turbine engines shall not operate
beyond the above specified threshold time unless they meet the requirements for
Extended Diversion Time Operations (EDTO) given in the following paras of this
CAR.
5. GENERAL REQUIREMENTS FOR EXTENDED DIVERSION TIME OPERATIONS
(EDTO)
5.1 Unless the operation has been specifically approved by DGCA an aeroplane with
two or more turbine engines shall not, be operated on a route where the diversion
time from any point on the route, calculated in ISA and still air conditions at the
one-engine inoperative cruise speed for aeroplanes with two turbine engines and
at the all-engine operating cruise speed for aeroplanes with more than two
turbine engines, to an en-route alternate aerodrome exceeds a threshold time
established for such operations by the DGCA.
Note1: When the diversion time exceeds the threshold time, the operation is
considered to be an extended diversion time operation (EDTO).
Note2: For the purpose of EDTO, the take-off and/or destination aerodromes may
be considered en-route alternate aerodromes.
5.2 The maximum diversion time, for an operator of a particular aeroplane type
engaged in extended diversion time operations shall be approved by DGCA.
Note. — Guidance on the conditions to be used when converting diversion
times to distances are contained in Attachment D to ICAO Annex 6 Part I.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
5.3 When approving the appropriate maximum diversion time for an operator for a
particular aeroplane type engaged in extended diversion time operations,
DGCA shall ensure that:
(a) for all aeroplanes: the most limiting EDTO significant system time limitation,
if any, indicated in the Aeroplane Flight Manual (directly or by reference)
and relevant to that particular operation is not exceeded; and
(b) for aeroplanes with two turbine engines: the aeroplane is EDTO certified.
5.4 Notwithstanding the provisions in Para 4.3 above, DGCA may, based on the
results of a specific safety risk assessment conducted by the operator which
demonstrates how an equivalent level of safety will be maintained, approve
operations beyond the time limits of the most time-limited system. The specific
safety risk assessment shall include at least the
(a) capabilities of the operator;
(b) overall reliability of the aeroplane;
(c) reliability of each time limited system;
(d) relevant information from the aeroplane manufacturer; and
(e) specific mitigation measures
5.5 For aeroplanes engaged in EDTO, the additional fuel required by CAR Section
8 Series ‘O’ Part II Para 4.3.6.3 f) 2) shall include the fuel necessary to comply
with the EDTO critical fuel scenario as established in this CAR.
5.6 A flight shall not proceed beyond the threshold time in accordance with Para 4.1
above unless the identified en-route alternate aerodromes have been re-
evaluated for availability and the most up to date information indicates that,
during the estimated time of use, conditions at those aerodromes will be at or
above the operator’s established aerodrome operating minima for the operation.
If any conditions are identified that would preclude a safe approach and landing
at that aerodrome during the estimated time of use, an alternative course of
action shall be determined.
5.7 DGCA shall, when approving maximum diversion times for aeroplanes with two
turbine engines, ensure that the following are taken into account in providing the
overall level of safety intended by the provisions of ICAO Annex 8:
(a) reliability of the propulsion system;
(b) airworthiness certification for EDTO of the aeroplane type; and
(c) EDTO maintenance program.
Note: The Airworthiness Manual (Doc 9760) contains guidance on the level of
performance and reliability of aeroplane systemsCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
6. EDTO SPECIAL REQUIREMENTS
6.1 In addition to the standard flight planning and execution requirements, flights
undertaking EDTO require special considerations as below;
6.1.1 Operational approval to conduct EDTO
While approving an operator with a particular aeroplane type for extended diversion
time operations, DGCA will establish an appropriate threshold time and approve a
maximum diversion time and in addition to the requirements previously set forth in
this CAR, ensure that:
(a) specific operational approval is granted by DGCA;
(b) the operator’s past experience and compliance record is satisfactory and the
operator establishes the processes necessary for successful and reliable
extended diversion time operations and shows that such processes can be
successfully applied throughout such operations;
(c) the operator’s procedures are acceptable based on certified aeroplane capability
and adequate to address continued safe operation in the event of degraded
aeroplane systems;
(d) the operator’s crew training programme is adequate for the proposed
operation;
(e) documentation accompanying the authorization covers all relevant aspects;
and
(f) it has been shown (e.g. during the EDTO certification of the aeroplane) that
the flight can continue to a safe landing under the anticipated degraded
operating conditions which would arise from:
(i) the most limiting EDTO significant system time limitation, if any, for
extended diversion time operations identified in the Aeroplane’s
Flight Manual directly or by reference; or
(ii) total loss of engine generated electric power; or
(iii) total loss of thrust from one engine; or
any other condition which DGCA considers to be equivalent in
airworthiness and performance risk.
6.1.2 Maintenance programme
Each operator’s maintenance programme shall ensure that:
(a) the titles and numbers of all airworthiness modifications, additions and
changes which were made to qualify aeroplane systems for extended
diversion time operations are provided to DGCA;
(b) any changes to maintenance and training procedures, practices or limitations
established in the qualification for extended diversion time operations are
submitted to DGCA before such changes are adopted;CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(c) a reliability monitoring and reporting programme is developed and
implemented prior to approval and continued after approval;
(d) prompt implementation of required modifications and inspections which could
affect propulsion system reliability is undertaken;
(e) procedures are established which prevent an aeroplane from being dispatched
for an extended diversion time operation after engine shutdown or EDTO
significant system failure on a previous flight until the cause of such failure has
been positively identified and the necessary corrective action is completed.
Confirmation that such corrective action has been effective may, in some
cases, require the successful completion of a subsequent flight prior to
dispatch on an extended diversion time operation;
(f) a procedure is established to ensure that the airborne equipment will continue
to be maintained at the level of performance and reliability required for
extended diversion time operations; and
(g) a procedure is established to minimize scheduled or unscheduled maintenance
during the same maintenance visit on more than one parallel or similar EDTO
significant system. Minimization can be accomplished by staggering of
maintenance tasks, performing and/or supervising maintenance by a different
technician, or verifying maintenance correction actions prior to the airplane
entering an EDTO threshold.
(h) a procedure (through cockpit placard/external marking) is established to
indicate to maintenance and flight crew EDTO status of the aeroplane.
Note.— The maintenance considerations applicable to extended diversion
time operations are provided in the Airworthiness Manual (Doc 9760).
6.1.3 Propulsion system reliability
The operator should establish firm criteria as to what action has to be taken when
adverse trend in propulsion system conditions are detected. When the propulsion
system IFSD (computed on 12 month rolling average) exceeds 0.05/1000
engine hours for a 120 minute operation or exceeds 0.02/1000 engine hours for a
180 minutes operation, an immediate evaluation should be accomplished and a
report on problems identified and corrective action taken must be forwarded to
DGCA to consider additional corrective action or operational restriction. Further the
operator should compile necessary data on propulsion system reliability which
should include:
(a) A list of all engine shutdown events both on ground and in flight (excluding
normal training events) for all causes including flame out.
(b) Unscheduled engine removal rate and summary
(c) Total engine hours and cycles.
(d) Mean time between failures of propulsion system components that affect
reliability.
(e) IFSD rate based on 6 and 12 months rolling average.
(f) Any other relevant data.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
6.1.4 EDTO significant systems
(a) EDTO significant systems may be the aeroplane propulsion system and any
other aeroplane systems whose failure or malfunctioning could adversely
affect safety particular to an EDTO flight, or whose functioning is specifically
important to continued safe flight and landing during an aeroplane EDTO
diversion.
(b) Many of the aeroplane systems which are essential for non-extended
diversion time operations may need to be reconsidered to ensure that the
redundancy level and/or reliability will be adequate to support the conduct of
safe extended diversion time operations.
(c) The maximum diversion time shall not exceed the value of the EDTO
significant system limitation(s), if any, for extended diversion time
operations identified in the Aeroplane’s Flight Manual directly or by
reference, reduced with an operational safety margin specified as 15
minutes by DGCA
(d) When planning or conducting, extended diversion time operations, an
operator and pilot in command, shall ensure that:
(i) when planning an EDTO flight, the minimum equipment list, the
communications and navigation facilities, fuel and oil supply, en-route
alternate aerodromes or aeroplane performance, are appropriately
considered;
(ii) if an aeroplane engine shutdown, proceed to and land at the nearest (in
terms of the least flying time) en-route alternate aerodrome where a safe
landing can be made; and
(iii) in the event of a single or multiple failure of an EDTO significant systems
or systems (excluding engine failure), proceed to and land at the nearest
available en-route alternate aerodrome where a safe landing can be made
unless it has been determined that no substantial degradation of safety
results from any decision made to continue the planned flight.
Note: If no more than one engine is shut down for an aeroplane with more
than two engines, the pilot-in-command may elect to continue beyond the
nearest en-route alternate aerodrome (in terms of time) if he determines that
it is safe to do so. In making this decision the pilot-in-command should
consider all relevant factors.
6.1.5 Aeroplane performance data
An operator shall not dispatch an airplane on an EDTO flight unless it makes
performance data available to its flight crewmembers and dispatchers that
support all phases of EDTO operations, including divert scenarios. This
performance data will contain the following information:
(a) Detailed one-engine inoperative performance data including fuel flow forCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
standard and nonstandard atmospheric conditions, which should be
demonstrated as a function of airspeed and power setting, where appropriate.
This data will cover:
(i) Driftdown (includes net performance);
(ii) Cruise altitude coverage including 10,000 feet;
(iii) Holding; and
(iv) Altitude capability (includes net performance).
(b) 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:
(i) Cruise altitude coverage including 10,000 feet; and
(ii) Holding.
(c) Details of any other conditions relevant to EDTO 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.
6.1.6 EDTO critical fuel
An aeroplane with two engines engaged in EDTO operations should carry
enough fuel to fly to an en-route alternate aerodrome. This EDTO critical fuel
corresponds to the additional fuel that may be required to comply with CAR
Section 8 Series ‘O’ Part II, Para 4.3.6.3 f) 2). The following shall be considered,
using the anticipated mass of the aeroplane, in determining the corresponding
EDTO critical fuel:
(a) No operator may dispatch or release for flight or takeoff a turbine engine-
powered airplane in EDTO unless, considering wind and other weather
conditions expected, it has enough fuel to satisfy paragraphs (i) through (iv)
below:
(i) The greater amount of fuel sufficient to fly to an en-route alternate
under the following three scenarios:
a. Assuming a rapid decompression at the most critical point followed by
descent to a safe altitude in compliance with the oxygen supply
requirements, or
b. 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, or
c. 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.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(ii) Upon reaching the alternate, hold at 1,500 ft above field elevation
for 15 minutes and then conduct an instrument approach and land.
(iii) 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 (i) above to account for any potential errors in wind
forecasting. If an operator is not using the actual forecast wind based on a wind
model acceptable to the DGCA, 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 DGCA.
(iv) After completing the calculation in paragraph (iii), compensate in
paragraph (i) above with additional fuel for the greater of the following scenarios:
a. The effect of airframe icing during 10 percent of the time during which icing
is forecast (including ice accumulation on unprotected surfaces, and the
fuel used by engine and wing anti-ice during this period). 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.
b. Fuel for engine anti-ice, and if appropriate wing anti-ice, for the entire time
during which icing is forecast
(b) Unless the operator has a program established to monitor aeroplane 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 EDTO critical, advantage may be taken of driftdown
computed at the approved one-engine inoperative cruise speed. Accounting
of wing anti-ice as in paragraph (a)(iv) above may apply to some models of
aeroplane based on their characteristics and the manufacturer's
recommended procedures.
Note 1: For aeroplanes with more than two engines simultaneous engine
failure and depressurization or depressurization alone, whichever is more
limiting will be considered.
Note 2: The speed selected for the all-engine-operative diversion (i.e.
depressurization alone) may be different from the approved one-engine-
inoperative speed used to determine the EDTO threshold and maximum
diversion distance;
Note 3: The speed selected for the one-engine-inoperative diversions (i.e.
engine failure alone and combined engine failure and depressurization)
should be the approved one-engine-inoperative speed used to determine the
EDTO threshold and maximum diversion distance;CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
6.1.7 Operational control
Operational control refers to the exercise by the operator of responsibility for the
initiation, continuation, termination or diversion of a flight
6.1.8 Flight dispatch
Flight dispatch procedures refer to the method of control and supervision of flight
operations. This does not imply a specific requirement for approved flight
dispatchers or a full flight following system. In applying the general flight dispatch
requirements of CAR Section 8 Series ‘O’ Part II, particular attention should be paid
to the conditions which might prevail any time that the operation is beyond
threshold time to an en-route alternate aerodrome, e.g. systems degradation,
reduced flight altitude, etc. For compliance with the requirement of CAR Section 8
Series ‘O’ Part II Para 4.7, at least the following aspects must be considered:
(a) identify en-route alternate airports;
(b) ensure that prior to departure the flight crew is provided with the most up-
to-date information on the identified en-route alternate aerodromes, including
operational status and meteorological conditions and, in flight, make available
means for the flight crew to obtain the most up-to-date weather information;
(c) methods to enable two-way communications between the aeroplane and
the operator’s operational control centre;
(d) ensure that the operator has a means to monitor conditions along the
planned route including the identified alternate airports and ensure that
procedures are in place so that the flight crew are advised of any situation that
may affect the safety of flight;
(e) ensure that the intended route does not exceed the established aeroplane
threshold time unless the operator is approved for EDTO operations;
(f) pre-flight system serviceability including the status of items in the
minimum equipment list;
(g) communication and navigation facilities and capabilities;
(h) fuel requirements;
(i) availability of relevant performance information for the identified en-route
alternate aerodrome(s); and
(j) aerodrome rescue and fire fighting service (RFFS). One category below the
aeroplane RFFS category, but not lower than RFFS Category 4 must be available
at each aerodrome listed as an en-route alternate aerodrome in a dispatch or flight
release. for aeroplanes with maximum certificated take-off mass of over 27 000 kg
or not lower than Category 1 for all other aeroplanes, under the condition that
aerodrome is in operation (applicable within India) and for outside India at least 30
minutes notice will be given to the aerodrome operator prior to the arrival of the
aeroplane provided the State of Authority approved/accepted.
(k) The following items must be listed in the dispatch or flight release for all
EDTO flights;
(i) EDTO alternates; and
(ii) The authorized EDTO diversion time under which the flight is
dispatched or released.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
6.1.9 Operational procedures
Operating procedures refer to the specification of organization and methods
established to exercise operational control and flight dispatch procedures in the
appropriate manual(s) and should cover at least a description of responsibilities
concerning the initiation, continuation, termination or diversion of each flight as
well as the method of control and supervision of flight operations
In addition, an operator shall develop unique EDTO flight crew procedures for
each of the flight operations requirements pertaining to EDTO covered in this
CAR. These procedures should be contained in the applicable manual or
information provided to the flight crew. The manual or information provided to the
flight crew should also contain procedural information necessary to interface with
EDTO maintenance requirements such as:
(a) Fuel crossfeed valve operational check (if applicable);
(b) Special EDTO MEL requirements ;
(c) APU in-flight start procedures (if applicable);
(d) Engine Condition Monitoring (ECM) data recording procedures; and
(e) In-flight verification of EDTO significant systems.
6.1.10 Training
Training program refers to the training for flight crew and flight flight dispatchers in
operations and maintenance personnel for maintenance programmes. Training
programmes for flight crew and flight dispatchers should ensure requirements of
are complied with such as but not limited to:
(a) route qualification;
(b) flight planning and preparation;
(c) concept of extended diversion time operations;
(d) criteria for diversions; and
(e) diversion decision making.
Note: Details of training and evaluation are given at Para 10.
6.1.11 Enroute alternates
Aerodrome(s) to which an aircraft may proceed in the event that a diversion
becomes necessary while en route, where the necessary services and facilities are
available, where aircraft performance requirements can be met, and which are
expected to be operational if required, need to be identified any time that the
operation is beyond the threshold to an en-route alternate aerodrome. Operations
conducted by aeroplanes with two turbine engines require that prior to departure
and in flight, the meteorological conditions at identified en-route alternate
aerodromes will be at or above the aerodrome operating minima required for the
operation during the estimated time of use (planning minima for dispatch and
authorized operating minima in flight) in accordance with CAR Section 8 Series ‘C’
Part I (Table 9)CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
In addition to the en-route alternate aerodrome provisions described above the
following apply:
(a) for route planning purposes, identified en-route alternate aerodromes need to be
located at a distance within the maximum diversion time from the route and which
could be used if necessary; and
(b) in extended diversion time operations, before an aeroplane crosses its threshold
time during flight, there should always be an en-route alternate aerodrome within
the approved maximum diversion time whose conditions will be at or above the
operator’s established aerodrome operating minima for the operation during the
estimated time of use.
If any conditions, such as weather below landing minima, are identified that would
preclude a safe approach and landing at that aerodrome during the estimated time
of use, an alternative course of action should be determined such as selecting
another en-route alternate aerodrome within the operator’s approved maximum
diversion time.
During flight preparation and throughout the flight the most up-to-date information
should be provided to the flight crew on the identified en-route alternate aerodromes,
including operational status and meteorological conditions.
Note: En-route alternate aerodromes may also be the take off and/or destination
aerodromes.
For the purpose of converting diversion times to distances, an “approved one-
engine-inoperative (OEI) speed” or “approved all-engine-operative (AEO) speed”
is any speed within the certified flight envelope of the aeroplane.
For determining whether a point on the route is beyond threshold time (60/90
minutes for a twin engine aeroplane as applicable and 120 minutes for an
aeroplane with more than two engines) to an en-route alternate, the operator
should select an approved one-engine-inoperative (OEI) speed or an approved
all-engine-operative (AEO) speed, as the case may be. The distance is
calculated from the point of the diversion followed by cruise for 60/90/120
minutes as the case may be, in ISA and still air conditions. For the purposes of
computing distances, credit for drift down may be taken.
6.1.12 Minimum equipment list (MEL)
The operator is required to submit its MEL, designed in accordance with the
Master Minimum Equipment List (MMEL), appropriate to the requested level of
EDTO. An operator's MEL may be more restrictive than the MMEL, considering
the kind of EDTO proposed and the equipment and service problems unique to
the operator. System redundancy levels appropriate to EDTO should be reflected
in the MMEL. Systems considered to have a fundamental influence on flight safety
may include, but are not limited to the following:
(a) Electrical, including battery,
(b) Hydraulic,
(c) Pneumatic,CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(d) Flight instrumentation,
(e) Fuel,
(f) Flight control,
(g) Ice protection,
(h) Engine start and ignition,
(i) Propulsion system instruments,
(j) Navigation and communications,
(k) Auxiliary power units,
(l) Air conditioning and pressurization,
(m) Cargo fire suppression,
(n) Emergency equipment, and
(o) Any other equipment necessary for EDTO
6.1.13 Communications Equipment (VHF/HF, Data Link, Satellite Communications)
For all routes where voice communication facilities are available, the
communication equipment required by operational requirements should include at
least one voice-based system. At normal conditions of propagation and normal one
engine inoperative cruise altitude, reliable two-way voice communications between
aeroplane and appropriate ATC unit over the planned route should be available.
7. EDTO OPERATIONAL APPROVAL – IN SERVICE EXPERIENCE METHOD
7.1 General
7.1.1 An in-service experience program is one method of obtaining EDTO operational
approval. As a prerequisite to obtaining any operational approval, the operator
needs to show that an acceptable level of propulsion system reliability has been
achieved in service by the world fleet for that particular airplane-engine combination.
The operator also should obtain sufficient maintenance and operation familiarity with
the particular airplane-engine combination. Each operator requesting approval to
conduct EDTO by the in-service method should have operational experience
appropriate to the operation proposed.
7.1.2 The following paragraphs contain requirements for requisite in-service experience.
These may be reduced or increased following review and concurrence on a case-by-
case basis by DGCA. Any reduction or increase in in-service experience
requirements will be based on an evaluation of the operator's ability and competence
to achieve the necessary reliability for the particular airplane-engine combination in
EDTO. For example, a reduction in in-service experience may be considered for an
operator who can show extensive in-service experience with a related engine on
another airplane that has achieved acceptable reliability. In contrast, an increase in
in-service experience may be considered for those cases where heavy maintenance
has yet to occur and/or abnormally low number of takeoffs have occurred.
7.2 75/90 minutes operation
Approval to carry out EDTO with 75 minutes diversion time may be granted by
DGCA to an operator with minimal or no in-service experience with particularCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
airframe engine combination. This approval will be based on such factors as the
proposed areas of operation, the operators demonstrated ability to successfully
introduce aircraft into operation, and the quality of the proposed maintenance and
operation program. Special case by case operational approval may be granted
beyond 75 minutes diversion time (in steps of 15 minutes) with limited evaluation
of service experience at the time of the application. For this approval, the service
experience of Airframe-engine combination may be less than 2, 50,000 hours in the
world fleet.
7.3 More than 75/90 minutes - 120 minutes operation
Each operator requesting approval to conduct EDTO with a maximum diversion
time of 120 minutes (in still air) should have minimum of 12 consecutive months of
operational in service experience with the specified airframe engine combination.
Normally the accumulation of at least 2,50,000 engine hours in the world fleet (not
necessarily on a particular airframe) will be necessary before the proposal is
considered. Where the engine experience on another type of aeroplane is
applicable to the candidate aeroplane, the candidate aeroplane should normally
obtain a significant portion of the 2,50,000 engine hrs. experience. This number of
engine hours may be reduced if sufficient data is available to prove reliability of the
engine. In the event that a particular engine is derived from an existing engine the
required operational experience is subject to establishing the degree of hardware
commonalties and operating similarities.
7.4 More than 120 minutes - 180 minutes operation
Each operator requesting approval for maximum diversion time of 180 minutes (in still
air) should have held current approval for 120 minutes, EDTO for a minimum period
of 12 months with a corresponding high level of demonstrated propulsion system
reliability.
7.5 Procedure for seeking approval for EDTO (In Service Method)
Any operator requesting approval for EDTO should submit the request with the
supporting data to the Regional Airworthiness office of DGCA at least three months
prior to the proposed start of EDTO with the specific airframe/engine combination.
Each operator requesting approval to conduct EDTO should have operational in
service experience as given above appropriate to the operation proposed. This data
shall include the details of compliance of modifications, additions and changes in
the maintenance practices, which were made to qualify the aeroplane system for
EDTO. It should also be shown that an acceptable level of propulsion system
reliability has been achieved in service by the world fleet for that particular airframe-
engine combination. The operator must obtain sufficient maintenance and
operations familiarity with the particular airframe engine combination in question
before seeking approval.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
Each applicant/operator for EDTO approval should show that the particular
airframe/engine combination is sufficiently reliable. Systems required for EDTO
should be shown by the operator to be continuously maintained and operated at
levels of reliability appropriate for intended operation EDTO approval of an
aeroplane by the manufacturer/Regulatory Authority of the country of manufacture
is normally reflected by a statement in the approved Aeroplane Flight Manual (AFM)/
Type Certificate Data Sheet (TCDS) or Supplemental Type Certificate (STC), which
specifies the Configuration, Maintenance and Procedures (CMP) Standard
requirements for suitability. The CMP standards shall be of latest revision. The
standards and its revisions may require priority actions to be implemented before
the next EDTO flight and other actions to be implemented according to a schedule
acceptable to DGCA.
7.6 Application for approval
An applicant seeking approval for EDTO shall submit the proposal on the prescribed
application given in Annexure 1. The operator should further furnish details of the
procedure/instructions and methodology for continued capability to adhere to
conditions laid down at the time of grant of approval in a separate EDTO Manual for
use by personnel involved in EDTO. Any amendment to the EDTO manual requires
DGCA approval.
7.7 Contents of the EDTO manual
EDTO Manual should include procedures and guidelines for the maintenance
program and other requirements for EDTO. In addition, all EDTO requirements,
including supportive programs, procedures, duties and responsibilities including
actions to be taken in case of adverse trend, including IFSD rate, reliability level
etc. should be identified and documented. This manual should be submitted two
months in advance to the Regional Airworthiness office before seeking approval
of EDTO flight. The operator should lay special emphasis on the following
program: -
(a) Oil Consumption program: The operators oil consumption program should
reflect manufacturer recommendations and be sensitive to oil consumption trends.
It should consider the amount of oil added at the departing EDTO stations with
reference to the running average consumption i.e the monitoring must be continuous
up to and including oil added at the EDTO departure stations. Routine quality control
checks and SOAP check where applicable to this make and model should be
included in the program. If the APU is required for EDTO operation it should be
added to the oil consumption program.
(b) Engine Condition Monitoring: This program should describe the parameters
to be monitored, method of data collection and corrective action process. This
monitoring shall be used to detect deterioration at an early stage to allow for
corrective action before safe operation is affected. This program should ensure
that engine limit margins are maintained so that a prolonged single engine
diversion may be conducted without exceeding approved engine limits at all
approved power levels and expected environmental conditions.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(c) Reliability Program: An EDTO reliability program shall be developed by the
operator or the existing reliability program supplemented. This program should
be designed for early identification and prevention of EDTO related.
(d) problems as the primary goal. This program should be event oriented and
incorporate reporting and rectification procedures for significant events
detrimental to EDTO flight. This information should be readily available for use
by the operator and DGCA to help establish that the reliability level is
adequate and to assess the operators competence and capability to safely
continue EDTO. The operator shall intimate the office of DGCA within 48
hours the following reportable events:
(i) In flight shut downs.
(ii) Diversion or turn back.
(iii) Uncommented power changes or surges.
(iv) Inability to control the engine or obtain desired power.
(v) Problems with systems critical to EDTO.
(vi) Any other event detrimental to EDTO.
The report should identify the following :-
a. The aircraft identification including make and serial number.
b. Engine identification make and serial number.
c. Total time, cycles and time since last shop visit.
d. For systems, time since overhaul or last inspection of the
defective unit.
e. Phase of flight
f. Corrective action
(d) The APU installation, if required, for EDTO, should meet all the
requirements necessary to demonstrate its ability to perform the intended
functions and if certain EDTO necessitate in flight start and run of the APU after
prolonged cold soaking, it must be substantiated that the APU has adequate
reliability for that operation.
(e) Propulsion System Monitoring: The operator shall lay down actions to be
taken when adverse trends in propulsion system conditions are detected. When
the IFSD exceeds 0.05/1000engine hours for 120-min operation or exceeds
0.02/1000 engine hours for a 180-minute operation, an immediate evaluation
shall be accomplished with the problem identified and corrective action taken.
Regional Airworthiness Office of DGCA shall be provided with information in this
regard.
(f) Aeroplane dispatch and verification procedures: Procedures and centralized
control processes should be established which would preclude an aeroplane’s
being dispatched for EDTO after propulsion system shutdown or primary aircraft
system failure on a previous flight, or significant adverse trends in systemCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
performance, or engine/major engine module without appropriate corrective action
having been taken. Confirmation of such action as being appropriate may, in some
cases, require successful completion of verification in a flight. Such verification may
be accomplished in a non-revenue flight or a revenue flight with non-EDTO. This
verification flight can be combined with regular EDTO revenue flight provided
verification phase is documented as satisfactorily completed upon reaching the
EDTO entry point.
(g) Maintenance Training: The operator should evolve a maintenance-training
program for all the maintenance engineers engaged in the maintenance of aircraft
approved for EDTO focussing on the special nature of EDTO. This program shall
be included in the normal maintenance-training program. The object of this
program is to ensure that all personnel involved in EDTO are provided with the
necessary training on the special nature of EDTO maintenance requirements.
(h) EDTO Parts Control Program: The operator shall evolve a program that
ensures that proper parts and configuration are maintained for satisfactory EDTO
operation while borrowing / procuring/ pooling parts. The programme. should also
cover those parts used during repair or overhaul to maintain the necessary EDTO
configuration.
(i) Aircraft Performance Monitoring: The continued airworthiness Programme
should cover Aircraft Performance Monitoring to assess any degradation in the
aircraft performance. This monitoring programme should form part of EDTO
manual.
(j) Sub-Contract Maintenance:- When maintenance is sub-contracted, the
operator must ensure that;
(i) The maintenance personnel of the sub-contractor involved are qualified
for EDTO.
(ii) All airworthiness flight dispatch procedures and additional maintenance
requirements as identified in the operators maintenance system
manual is complied with.
(k) Centralized Control Process: The operator conducting EDTO (regardless of
the size of its EDTO fleet) must have a centralized entity responsible for monitoring
of the EDTO maintenance activities. The certificate holder must develop and
clearly define in its EDTO maintenance document specific procedures, duties, and
responsibilities for involvement of their centralized maintenance control personnel
in their EDTO operation.
8. EDTO OPERATIONAL APPROVAL – ACCELERATED METHOD
8.1 General
An operator may initiate EDTO when the operator establishes the processesCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
necessary for successful and reliable EDTO operations and proves to the DGCA
that such processes can be successfully applied throughout the applicant's EDTO
operations. This may be achieved by thorough documentation and analysis of
processes and process validation, or demonstration on another airplane/validation
(as described under process validation in this section, below) or a combination of
these processes.
8.2 EDTO Processes
The airplane-engine combination for which the operator is seeking accelerated
EDTO operational approval must be EDTO (ETOPS) type design-approved
(except for two-engine EDTO at 75-minute) and be capable of operating at a
satisfactory level of reliability before commencing EDTO. The operator seeking
accelerated EDTO operational approval must demonstrate to the DGCA that it has
an EDTO program in place that consists of all the following applicable EDTO
process elements:
(a) The applicable process elements defined as the EDTO maintenance and
operations requirements in this CAR.
(b) Documentation of the following elements as appropriate:
(i) Technology new to the operator and significant difference in primary and
secondary power (engines, electrical, hydraulic, and pneumatic) systems
between the airplanes currently operated and the two-engine airplane for
which the operator is seeking EDTO operational approval.
(ii) The plan to train flight and maintenance personnel to the differences
identified in the maintenance subparagraph above.
(iii) The plan to use proven manufacturer-validated training and
maintenance and operations manual procedures relevant to EDTO for the
two-engine airplane for which the operator is seeking accelerated EDTO
operational approval.
(iv) Changes to any previously proven validated training, maintenance or
operations manual procedures used in previous non-EDTO operations or in
previous EDTO with a different airplane-engine combination and/or
geographic area of operations. Depending on the nature and extent of any
changes, the operator may be required to provide a plan for validating such
changes.
(v) The validation plan for any additional operator unique training and
procedures relevant to EDTO.
(vi) Details of any EDTO program support from the airframe manufacturer,
engine manufacturer, other operators or any other outside person.
(vii) The control procedures when maintenance or flight dispatch support is
provided by an outside person as described above.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
8.3 Process validation methodology
(a) Paragraph 7.2 (a) identifies those process elements that should be proven
before EDTO approval is granted by the DGCA under the accelerated EDTO
approval program. For a process to be considered proven the process should first
be defined. Typically, this will include a flow chart showing the various elements
of the process. Roles and responsibilities of the personnel who will be managing
this process should be defined including any training requirement. The operator
should demonstrate that the process is in place and functions as intended. The
operator may accomplish this by thorough documentation and analysis, or by
demonstrating on an aeroplane, that the process works and consistently provides
the intended results. The operator should define the necessary evaluation
duration to validate the process and also show that a feedback loop exists to
illustrate need for revision of the process, if required, based on in-service
experience.
(b) Normally the choice to use or not to use demonstration on an aeroplane as
a means of validating individual processes should be determined by the operator.
Process validation may be done with the airframe-engine combination that will be
used in EDTO. It can also be done with a different aeroplane type from that for
which EDTO approval is being sought, including an aeroplane with more than two
engines, if it can be shown that the particular airplane-engine combination in the
operator's EDTO program is not necessary to validate a process. With sufficient
preparation and dedication of resources, such validation may not be necessary to
assure processes that produce acceptable results. However, if the plan proposed
by the operator to prove processes is determined by the DGCA to be inadequate
or the plan does not produce acceptable results, validation of the processes with
an aeroplane will be required.
(c) If an operator currently is conducting EDTO with a different airplane-engine
combination, it may be able to document that it has proven EDTO processes in
place with only minimal further validation required. If the operator has similar non-
EDTO operations and can simulate or demonstrate proven EDTO processes in
such operations, credit can be given for such successful evaluations. In either
case, the operator should demonstrate that the means are in place to assure
equivalent results with the airplane-engine combination being proposed for EDTO
operational approval. The following elements may aid in justifying a reduction in
the validation requirement of EDTO processes:
(i) Experience with other airframes and/or engines,
(ii) Previous EDTO experience,
(iii) Experience with long range, overwater operations with two-, three-, or
four-engine airplanes, and
(iv) Experience gained by flight crewmembers and maintenance and flight
dispatch personnel while working with other EDTO-approved operators.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
8.4 Procedure for seeking approval for EDTO (Accelerated Method)
The operator seeking accelerated EDTO operational approval should submit an
Accelerated EDTO operational approval plan to the DGCA six months before the
proposed start of EDTO. This will provide sufficient time for the operator and the
DGCA to validate the effectiveness of all EDTO process elements ("proven
process"). The operator's application for EDTO should:
(a) State the EDTO time category requested. Define proposed routes and the EDTO
diversion time necessary to support these routes and the aeroplane-engine
combination to be flown.
(b) Define processes and related resources being allocated to initiate and sustain
EDTO operations in a manner that demonstrates commitment by management and
all personnel involved in EDTO maintenance and operational support.
(c) Provide a documented plan for compliance with requirements listed in this
section for Accelerated EDTO.
(d) Define Review Gates. A review gate is a milestone- tracking plan to allow for the
orderly tracking and documentation of specific provisions of this CAR. Each review
gate should be defined in terms of the process elements to be validated. Normally,
the review gate process will start six months before the proposed start of EDTO and
should continue until at least six months after the start of EDTO. The review gate
process will help ensure that the proven processes comply with the provisions of
this CAR and are capable of continued EDTO operations.
8.5 Validation of process elements
When the operators accelerated EDTO plan receives approval by the DGCA (DAW
and FSD), a validation of the process elements of the accelerated EDTO plan should
begin. Close coordination between the operator and the DGCA is necessary for a
successful validation of the EDTO plan. All process elements required should be
validated.
(a) Before the start of the validation of the process elements, the following
information should be part of the Accelerated EDTO plan submitted to the DGCA:
(i) Validation periods, including start dates and proposed completion dates.
(ii) Definition of airplane(s) to be used in the validation. List should include
registration numbers, manufacturer and serial number and model of the airframes
and engines.
(iii) Description of the areas of operation (if relevant to validation objectives)
proposed for validation and actual EDTO.
(iv)Definition of designated EDTO validation routes. The routes should be of
duration necessary to ensure process validation occurs.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(b) Process validation reporting. The operator should compile results of EDTO
process validation. The operator should:
(i) Document how each element of the EDTO process was utilized during
the validation.
(ii) Document any shortcomings with the process elements and measures in
place to correct such shortcomings.
(iii) Document any changes to EDTO processes that were required after an
IFSD, unscheduled engine removals, or any other significant operational
events.
(iv) When there is concurrence between the operator and the DGCA that a
process element has been successfully proven, the review gate should be
closed and confirmation documented.
(v) Provide periodic process validation reports to the DGCA. This should be
addressed during the review gates.
(c) The operator should include a final review gate prior to final EDTO approval that
is the validation flights described in the DGCA APM and FOI Manual. This review
gate should ensure that all EDTO processes have been proven.
(d) Any validation program should address the following:
(i) The operator should show that it has considered the impact of the EDTO
validation program with regard to safety of flight operations. The operator
should state in its application any policy guidance to personnel involved in
the EDTO process validation program. Such guidance should clearly state
that EDTO process validation exercises should not be allowed to adversely
impact the safety of operations especially during periods of abnormal,
emergency, or high cockpit workload operations. It should emphasize that
during periods of abnormal or emergency operation or high cockpit workload
EDTO process validation exercises may be terminated.
(ii) The validation scenario(s) should be of sufficient frequency and
operational exposure to validate maintenance and operational support
systems not validated by other means.
(iii) A means must be established to monitor and report performance with
respect to accomplishment of tasks associated with EDTO process
elements. Any recommended changes to EDTO maintenance and
operational process elements should be defined.
8.6 Final approval for accelerated EDTO authority
At the successful completion of the operator's accelerated EDTO validation
program all process elements should have been validated and appropriate
review gates closed. Report of a successful completion of review gates will
be forwarded by DAW to FSD. Upon final concurrence and approval, the
applicant should forward to the DGCA a plan for final validation flights to
be conducted over proposed routes in the EDTO area of operation and in
the airframe-engine combination listed in the operator's application. This
DGCA witnessed EDTO validation flight or flights will be conducted in
accordance with APM and FOI Manual. The purpose of these flights is for
the operator to demonstrate to the DGCA that it has the competence and
capability to safely conduct and adequately support the intended EDTO
operation.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
9. CONTINUED AIRWORTHINESS PROGRAM
9.1 Operators intending to carry out EDTO, should have the ability to maintain
aeroplane in a continuous state of airworthiness and adhere to the well-defined
programs and procedures.
9.2 The basic maintenance program for the aeroplane being considered for EDTO is
the continued airworthiness maintenance program currently approved for that
operator. This will cover the particular model airframe engine combination.
The Continued Airworthiness program should contain the standards, guidance and
direction necessary to support the intended operations. The maintenance personnel
involved in effecting this program should be made aware of the special nature of
EDTO and have the knowledge, skills and ability to accomplish the requirement of
the program. EDTO maintenance requirements will be approved as supplemental
requirements. The operator should adhere to a policy of avoiding maintenance by
the same maintenance staff on both units of a dual system or on similar system
which are critical to EDTO operation, such as engines during a single
maintenance visit. (e.g. fuel control change on both engines.)
However at outstations a single maintenance crew action may be verified by suitable
ground tests including BITE tests, functional checks or operational checks etc.
9.3 EDTO related tasks should be identified on the operators routine work procedures
and related instructions.
9.4 The operator should develop EDTO maintenance checks to ensure that the status
of the aeroplane and critical items related to EDTO operations are acceptable. This
check should be accomplished and certified by an EDTO qualified maintenance
person prior to an EDTO flight.
9.5 The operator shall develop a program for prompt implementation of modifications
and inspections, which could affect propulsion system reliability.
9.6 Minimum Equipment List (MEL): The operators should develop MEL for EDTO
operations which may be more restrictive than MMEL considering the nature of
operation proposed and service problems that may be encountered and unique to
the operator.
9.7 Flight Report Books should be reviewed and documented as appropriate to ensure
proper MEL procedures deferred items, maintenance checks and that system
verification procedure has been properly performed.
9.8 A separate defect report should be submitted to the DGCA on all defects
experienced on EDTO sectors as soon as practicable.
9.9 Procedure to be established to ensure that the airborne equipment will continue to
be maintained at the level of performance and reliability required for EDTO.
10. OPERATIONS SPECIFICATIONS
An operator’s aircraft should not be operated on an EDTO flight unless approved by
DGCA for both maintenance and operations and endorsed on the Air Operators
Permit as part of the operations specifications. The operators shall, therefore, evolveCIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
an Operations Specification for EDTO, which should cover at least the following
before seeking approval:
(a) Airframe-engine combination
(b) Authorised area of operation
(c) Maximum diversion time at the approved one engine cruise speed.
(d) Threshold time
Note: The threshold time and maximum diversion time may also be listed in distance
(NM)
11. CREW TRAINING AND EVALUATION
11.1 Operator shall evolve a training program for the flight crew covering initial and
recurrent training. This training should cover various aspects including standby
generator as the sole power source. Established contingency procedures should be
emphasised for each area of operation intended to be used. In addition, special,
initial and recurrent training should be given to prepare flight crews to evaluate
probable engine and airframe system failures. The object of this training should be
to establish crew competency in dealing with most probable operating contingency
(diversion decision making).
11.2 The training should also cover proficiency check in performance like flight planning,
procedure on diversion, abnormal and emergency procedures, air start of propulsion
system, crew incapacitation etc.
11.3 The flight crew-training program shall be submitted to the Flight Standards
Directorate (FSD) of DGCA for approval. The training and checks of the crew shall
be carried out as approved by the FSD.
11.4 The EDTO approved training program for ETOPS shall include training that
describes the unique aspects of ETOPS. That training should include, but not be
limited to;
(a) Diversion Decision Making. The operator's training program should
prepare flight crewmembers to evaluate probable propulsion and airframe
systems malfunctions and failures. The goal of this training should be to
establish flight crewmember competency in dealing with the most probable
operating contingencies.
(b) Specific ETOPS Requirements. The operator's EDTO training program
should provide and integrate training for flight crewmembers and
dispatchers (if applicable), as listed below. The DGCA will periodically
evaluate a cross-section of these items.
(i) Flight planning, including contingency data that is engine failure, decompression,
and diversion equal time point.
(ii) Flight progress monitoring and fuel tracking.
(iii) Operational restrictions associated with dispatch under the minimum equipment
list (MEL)CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
(iv) Non-normal procedures including:
a. Abnormal and emergency procedures.
b. Systems failures and remaining airplane capability as it relates to
the decision to divert or to continue.
c. Diversion.
d. 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 instrumentation to either pilot.
(v) Use of equipment specifically required for EDTO operations such as cold
weather gear and SATCOM as applicable.
(vi) Procedures to be followed in the event that there is a change in conditions at
an EDTO alternate listed on the dispatch/flight release that would preclude a safe
approach and landing.
(vii) 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.
(viii) Understanding and effective use of approved additional or modified
equipment required for EDTO.
(ix) Fuel quantity comparison: the operator'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.
(x) 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.
(xi) Flight crew procedures unique to EDTO as listed above in this CAR.
12 AEROPLANE FLIGHT MANUAL INFORMATION
Operators holding EDTO approval shall ensure that the applicable flight manual
contain at least the following information
(a) The maximum flight time with one power–unit inoperative, for which the
systems reliability has been approved in accordance with the airworthiness
requirements established for EDTO;
(b) A list of additional equipment installed to meet the airworthiness requirements
for EDTO.
(c) Additional performance data, including limitations, and flight procedures
appropriate to EDTO; and
Statement to the effect that the aeroplane systems associated with EDTO meet
the required airworthiness and performance criteria but that the meeting of such
criteria does not by itself constitute approval to conduct EDTO.CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
13. OPERATIONS APPROVAL
When the operational proving flight has been evaluated and found acceptable
then the operator may be authorised to conduct EDTO with the specified airframe
engine combinations. Approval to conduct EDTO is made by the issuance of
operation specification by the DGCA containing appropriate limitations.
14. CONTINUING SURVEILLANCE
The fleet average IFSD rate for the specified airframe engine combination shall
continue to be monitored in accordance with propulsion system reliability
assessment and EDTO maintenance requirements. As with all other operations the
Regional Airworthiness office will also monitor all aspects of the EDTO. The DGCA
is authorised to ensure that the operation continues to be conducted safely. In the
event that an acceptable level of reliability is not maintained, significant adverse
trend exists or if significant deficiencies are detected in the conduct of EDTO
operation, the Regional Airworthiness Office will initiate a special evaluation, impose
operational restriction if necessary, to resolve the problem in a timely manner so as
to ensure safe EDTO operations.
15. FEES
Fees for EDTO approval on first aircraft type with the operator shall be Rs Ten
Thousand only
(B. S. Bhullar)
Director General of Civil Aviation
27CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
Annexure 1
GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
APPLICATION FOR GRANT OF APPROVAL FOR EXTENDED DIVERSION TIME
OPERATIONS (EDTO)
Name of the operator:
Aircraft registration number:
Type and Serial Number of the Aircraft:
Type and model of the Engines fitted:
Route of operation, Maximum diversion time, Minimum altitude to be flown:
Diversion/ En route alternate airport desired:
Copy of the EDTO Manual:
Details of Crew Training:
Applicants in service operational experience:
Total engine hours of the type in the world fleet:
Proof of propulsion system reliability in the world fleet:
Propulsion system reliability of the applicant in terms of IFSD:
Maximum diversion time certified by the manufacture for the applicants aircraft:
Any other additional data as required in the CAR:
Date Signature of the operator
2
7CIVIL AVIATION REQUIREMENTS SECTION 8
SERIES S PART I 4TH SEPTEMBER 2014
Annexure 2
GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
REQUIREMENTS FOR OPERATIONS BY NSOP AEROPLANES WITH TWO
TURBINE ENGINES BEYOND 60 MINUTES AND UPTO 120 MINUTES TO AN EN-
ROUTE ALTERNATE AERODROME (Threshold 120 minutes)
The Annexure contains additional requirements for operations by turbine aero planes
beyond 60 Minutes and up to 120 Minutes to an en-route alternate.
1. An operator intending to use the threshold of 120 minutes shall
obtain the following:
A. Operational approval
B. Airworthiness approval
C. Revised Operation Specifications
Note 1: It should be understood that the threshold time of 120 Minutes for NSOP
operators is not an operating limit. It is a flight time to an en-route alternate
aerodrome, which has been established by DGCA as being the EDTO threshold,
subsequent to fulfilling the conditions as laid in this Annexure.
Note 2: For operations beyond 120 Minutes EDTO approval will be required.
2. Operational Approval
The Operator shall submit duly filled Annexure 3 along with revised
Operations Manual for approval of DGCA.
3. Airworthiness Approval
The Operator shall submit:
i) Certification of airplane by the State of Design to undertake
operations beyond 60 minutes to an en-route alternate aerodrome.
ii) Revised MEL (based on MMEL)
iii) Maintenance Programme revision
iv) CAME revision (to include aircraft maintenance and release
procedures for such type of Operations)
v) Training of Maintenance Staff
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ANNEXURE 3
Operator: Aircraft:
A) Max threshold time(Existing):
Engine:
B) Max threshold time(Desired):
Certified Pax
Note: If beyond 120 Min., EDTO AUW:
configuration:
compliance is required
Sl No Items Operator Sat/UnSat Comments
Compliance (to be filled by (for UnSat
Document Inspector) items)
(to be filled
by Operator)
1. General requirements
1.1 Is the airplane certified by the
State of design to undertake
such operations beyond 60
minutes to an en-route
alternate aerodrome?
2. Operating Requirements
2.1 Intended route does not
exceed the established aero
plane threshold time of 120
Min - Operators procedures
to be defined
2.2 Nominated single-engine:
a) Cruise speed,
b) Drift-down speeds,
c) Covered distance in SAR
conditions (Calculation of
distance covered during 120
minute threshold time period
is reasonable and is based
on Airplane Flight Manual
(AFM) data and drift down
procedures and established
single-engine level flight
procedures are published in
the Operations Manual)
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2.3 Ensure that, prior to
departure, the flight crew is
provided with the most up-to-
date information on the
identified en-route alternate
aerodromes, including
operational status and
meteorological conditions
and, in flight, make available
means for the flight crew to
obtain the most up-to-date
weather information;
2.4 Flight planning
a) Fuel planning allows for
diversion from the most
critical point with the most
critical failure
b) Minimum altitudes
applicable to the routes
c) Policy on diversion in event
of engine or other major
system failure
d) alternate aerodromes
2.5 Performance data
Data on single-engine
performance giving fuel flow
and TAS under various
atmospheric conditions and
power settings are available
for the following phases of
flight:
a) Drift-down
b) Cruise altitude, including
10,000 feet
c) Altitude capability
3 Operational Control and
established dispatch
procedures
3.1 Operational control including
flight following and
communication with aircraft
procedures
3.2 Identify en-route alternate
aerodromes 3
0CIVIL AVIATION REQUIREMENTS SECTION 8
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3.3 Methods to enable two-way
communications between
the aero plane and the
operator’s operational
control centre
3.4 Means to monitor conditions
along the planned route
including the identified
alternate aerodromes and
ensure that procedures are in
place so that the flight crew
are advised of any situation
that may affect the safety of
flight
3.5 Procedure to ensure that the
intended route does not
exceed the established aero
plane threshold time unless
the operator is approved for
EDTO operations;
3.6 Communication and
navigation facilities and
capabilities; Communications
(VHF/HF, data link, SATCOM
as applicable) between
operations control centre and
aircraft adequate for segments
of 120 Min. threshold.
3.7 Availability of relevant
performance information for
the identified en-route
alternate aerodrome(s).
3.8 Operations conducted by
aeroplanes with two turbine
engines require that, prior to
departure and in flight, the
meteorological conditions at
identified en-route alternate
aerodromes will be at or above
the aerodrome operating
minima required for the
operation during the estimated
time of use.
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4 Flight Crew Training
5 Flight Dispatcher/ Flight
operation officer training
6. Airworthiness Aspects
6.1 MEL approval shall be based
on procedures for release of
aeroplanes for 120 minutes
threshold
6.2 Maintenance Programme
revision
6.3 CAME revision
6.4 Maintenance staff training
7 Proposed Operations
Specification
(specifying Threshold time)
Signature and name of Operator’s Date:
Representative:
Signature and name of Flight Operations
Date:
Inspector:
Signature and name of Airworthiness
Inspector: Date:
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