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EDTO.1
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Adequate Airport
An Adequate airport is an airport which has sufficient runway length
and taxiway availability for use by the aircraft type, is equipped with
the necessary ancillary services such as ATC, lighting and weather
reporting, at least one serviceable navigation aid or a suitable RNAVRNP/GPS (GNSS) approach and has adequate RFF.
All airports in the aircraft library, except those specifically excluded
in the following table, have been assessed as adequate to support
EDTO.
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The airports in the list below shall not be used for EDTO flight planning purposes.
AIRPORT
RESTRICTION
ICAO
Anadyr
UHMA
Barrow
PABR
Chita
Emergency use only due significant terrain on approach and inadequate taxiways.
UIAA
Churchill
CYYQ
Juneau
Emergency use only due significant terrain on approach and inadequate taxiways.
PAJN
Kalgoorlie
YPKG
King Salmon
PAKN
Learmonth
Inadequate RFF.
YPLM
Longyear Svalbard
ENSB
UOOO
YPEA
UERP
Port Headland
Inadequate RFF.
YPPD
USDD
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Rule Distance
Rule Distance is used for flight planning and is calculated for each
aircraft type, at the one engine inoperative MMO/VMO speed, except
for the B777-300ER, where the speed is based on MMO/VMO - 10 KTS.
The resultant distance is the maximum distance the aircraft may be
operated from an Adequate airport.
The Rule Distances for Cathay Pacific Airways aircraft are:
B777 and A330 with RR Trent engine types
60 Minutes 434 NM
120 Minutes 853 NM
180 minutes 1272 NM
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Rule Distance
B777-300ER with GE115 engines
60 Minutes 456 NM
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120 Minutes
180 Minutes
207 Minutes
240 Minutes
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880 NM
1313 NM
1506 NM
1751 NM (Pending HKCAD approval)
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Rule Distance
B747-400F
195 Minutes 1723 NM (Pending HKCAD approval)
B747-400ERF
195 Minutes 1649 NM (Pending HKCAD approval)
B747-8F
240 Minutes 1954 NM (Pending HKCAD approval)
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Rule Time
Rule Time is the maximum still air diversion time which
may be planned for a flight from an Adequate airport. The
approved times for the aircrafts most limiting EDTO
significant system and most limiting cargo fire suppression
capability are considered when permitted Rule Times are
determined and authorised.
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Prior to Dispatch
The planning minima to be used for all airports which support the
EDTO segment of a route shall meet the criteria specified in Planning
Minima for Alternate Airports in OM Part A (alternate planning
minima for twin engined aircraft and landing minima for four engined
aircraft). Dispatch and in-flight requirements also apply to the
departure airport and/or destination airport where they support an
EDTO route segment.
Where a route is planned using a mixture of Rule Times, for example,
60 and 180 minutes, weather at airports where the 60 minute Rule
Time is applied shall be at or above landing minima at the time of
intended use.
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Prior to Dispatch
For twin engine EDTO any ERAs supporting an EDTO segment shall be
nominated on the CFP and ATS flight plan.
Flight Dispatch will check NOTAM and weather for the selected airports to
ensure they meet the Planning requirements for an EDTO ERA. The
checking process will be annotated on the EDTO Planning Form and made
available to the operating crew as part of the flight documentation.
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Prior to Dispatch
Prior to dispatch, the Commander shall ensure:
The filed route remains within the rule distance used to plan the flight.
Weather and NOTAM information is verified for all planned EDTO
ERAs.
The appropriate critical fuel scenario is planned and the relevant data
is shown on Page 2 of the CFP.
There are no MEL items in the Aircraft Maintenance Log which have
an impact on the planned EDTO flight.
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Flight Monitoring
All EDTO flights shall be monitored by Flight Dispatch NOTAM Desk and IOC.
NOTAM and any other significant operational information affecting the flight,
including any relevant ERAs, will be transmitted to the aircraft via ACARS or
Satcom.
Crew shall monitor en-route weather following dispatch of the aircraft. If
weather updates are not available through ATC or ATIS/HF VOLMET/ACARS,
crew are to seek assistance from IOC.
A revised CFP may be sent to the aircraft via ACARS, if required.
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Should the weather at a selected ERA drop below landing minima prior to
entering the EDTO segment, another alternate shall be nominated that
satisfies the weather requirement within the rule distance. If this is not
possible, the flight must not enter the EDTO segment, the
Commander/PIC shall decide whether to continue or if the fuel onboard
permits, reroute.
As the flight progresses, ensure FM Fix Page (Boeing) or FIX INFO (Airbus)
functions are used to permit determination of direct tracks and distances
to ERAs, EDTO segment entry points, Critical Points and EDTO segment
exit points.
NOTE: On Boeing aircraft do not add waypoints on the FMS Legs pages to
avoid these waypoints being transmitted to ATC via CPDLC.
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Diversion to an ERA
The FCOMs for Boeing and Airbus aircraft specify those procedures which
require the aircraft to Land at the nearest suitable Airport or LAND
ASAP.
The Commander has final responsibility for the safe continued flight of the
aircraft and it is not realistic to direct a course of action appropriate for all
circumstances. Flight beyond the nearest suitable airport is only justifiable
by the Commander/PIC if all relevant safety factors have been fully
considered and the decision made in the interests of greater safety.
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Diversion to an ERA
Factors which shall be considered are:
The nature of the malfunction and possible mechanical difficulties
which may be encountered.
Operational effect of an inoperative system or systems.
Relative flight times to airports available for landing.
Flight time and distance to the airport selected for landing relative
to the EDTO approval limit.
Altitude, aircraft weight and remaining useable fuel at the time of
system failure or malfunction.
Weather conditions en-route and at any available ERA.
Air Traffic Control limitations.
En-route and selected ERA terrain.
Crew familiarity with the airport.
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Verification Requirement
When an EDTO capable aircraft has a defect which will prevent EDTO
operations, the AML will include a PADD entry, which will clearly
define the operating limitations.
An EDTO verification flight may be required following the clearance of
certain defects, or significant engineering work on multiple aircraft
systems. The PADD can then be cleared from the AML.
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Verification Process
If a verification flight is required, a verification process is then
undertaken to return the aircraft to EDTO capable status.
This process includes additional actions required prior to, during and
after flight, by Engineering, Flight Dispatch and the Flight Crew.
Actions and requirements for EDTO Verification flights and APU In
Flight Start are detailed in OM-Part A.
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OM Part A EDTO
Definitions, Rule Distances
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e
Differences From a Normal Flight Plan
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Route Plot
CPA 830E/09OCT12 RT# 003
UTC Flight Date: 09OCT12
DPETPPID: EDTO180
Printed: 08OCT12 2307
60 Minute Ring
Enroute Alternate
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777-300ER Example
PASY EARLIEST ETA 0835U LATEST ETA 1337U
Engine failure at A
1337U
0835U
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