Hi

 

Just wandered what the general ETOPS procedures were when passing the ETOPS ENTRY point and also when passing the EXIT point also? Is it just start the APU?

 

Thanks

 

Gavin

 

I think the APU requirement is for the 737.

 

As for the main part of your question: ETOPS affects the planning of a flight rather than what you do enroute. Example, entering ETOPS generally means a more restrictive MEL dispatch requirement (something's not working properly on the plane which might not be a problem for a flight over well populated land, but has to be working for ETOPS).

 

There are fuel requirements to consider too. You must have enough fuel to reach your ETOPS alternate, often at 10,000ft with a single engine (to take into account a worst case scenario of simultaneous engine failure and pressurisation loss). Depending on whether you're in ETOPS at the beginning or end of the flight, this may mean taking extra fuel.

 

 

I think the APU requirement is for the 737

Thanks for the reply Jordan.

I understand the planning part it was just actual en-route procedures.

 

Gavin

I haven't gotten up to looking at ETOPS stuff yet, but I don't think you need to start the APU.

 

The requirement is to have two electrical power sources available following an engine shutdown. However, the 777 has backup generators for each side (left and right) so I would guess that this satisfies that requirement.

 

Edit: The MELs state that the aircraft can be dispatched for an ETOPS flight with the APU inoperative, but restrict it to within 180 minutes of a suitable aerodrome. The MELs also state that the aircraft can be dispatched with an inoperative backup system ONLY if the normal engine driven generators and the APU generators are working normally.

Here is a quick guide to to use during ETOPS operations. The procedures are based on the 777 with GPS and operated under FAR part 121. 

 

Prior to departure:

- Make sure you have the NAT, PACOTS, AUSOTS message if necessary

 

.Prior to ETOPS Entry:

- Obtain oceanic clearance and confirm it with your MFP

- adjust step climb (1000 for NATs for instance)

​- perform and log RVSM Altimeter and compass check

- perform SELCAL check

 

En-route ETOPS:

- adjust MACH to meet cleared speed

- maintain optimal altitude

- Set transponder to 2000 or appropriate code 

- configure ALTN page

- implement SLOP (as necessary)

 

   Approaching a waypoint (30nm prior):

    - Confirm LNAV/VNAV

    - Verify Next waypoint course, distance, and time on MFP agree with FMC

    - preform an RVSM altimeter chenck and verify assigned altitude

    - Check Engine Oil Temp, Press, Qty

 

   At waypoint:

    - Confirm aircraft turns to correct outbound course

 

   After waypoint passage:

    - Transmit ATC POS report

    - log waypont ATA and FUEL on the MFP

    - 10 minutes after passing waypoint verify aircraft on magenta line in 10nm scale on MD and XTK error reads 0.0

    - Monitor next waypont ETA (advise ATC if ETA changes +/- 3 min)

 

ETOPS Exit:

- remove SLOP (if necessary)

- confirm domestic routing

 

 

Here is a quick guide to to use during ETOPS operations. The procedures are based on the 777 with GPS and operated under FAR part 121

Just what I was after Erich. Good stuff!