Extended Diversion Times Operation

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Uncontrolled if downloaded or printed CPA FOP 2014
EDTO.1
Flight Operations Supervisory Oversight

Manager Line Operations is responsible for EDTO
operational functions. Detailed supervisory and
organization details are recorded in the Line Operations
Policy and Procedures Manual.
All operational feedback and questions relating to EDTO
operations should be addressed, in the first instance, to
Line Operations.
The terms EDTO and ETOPS are synonymous and
interchangeable.
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EDTO.2
Extended Diversion Time Operations (EDTO)

The following flights are considered as EDTO flights:
Operations of a twin engined aircraft conducted over a route that
contains a point further than 60 minutes flying time in still air, at the
specified one engine inoperative cruising speed, from an adequate
airport.
Operations in a four engined aircraft conducted over a route that
contains a point further than 180 minutes flying time in still air, at
the specified all engine operative cruising speed, from an adequate
airport.
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EDTO.3
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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EDTO.4
The airports in the list below shall not be used for EDTO flight planning purposes.
AIRPORT
RESTRICTION
ICAO
Anadyr
Emergency use only. NOTAM for alternate airport filing restriction.
UHMA
Barrow
Emergency use only due runway length and inadequate taxiways.
PABR
Chita
Emergency use only due significant terrain on approach and inadequate taxiways.
UIAA
Churchill
Emergency use only due inadequate taxiways.
CYYQ
Juneau
Emergency use only due significant terrain on approach and inadequate taxiways.
PAJN
Kalgoorlie
Emergency use only due inadequate taxiways and RFF.
YPKG
King Salmon
Emergency use only due lack of refuelling capability.
PAKN
Learmonth
Inadequate RFF.
YPLM
Longyear Svalbard
Emergency use only due significant terrain on Approach, inadequate taxiways.
ENSB
Norilsk Air Base
Emergency use only due military airport.
UOOO
Pearce Air Base
YPEA
Polyarny Air Base
UERP
Port Headland
Inadequate RFF.
YPPD
Salekhard Air Base
USDD
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EDTO.5
EDTO Enroute Alternate Airport (ERA)

An EDTO ERA is an Adequate airport where weather reports and
forecasts, or any combination thereof, indicates the ceiling and
visibility at the time of intended operation will be at or above the
landing minima and the crosswind at or below the aircraft and crew
limits. Additionally, the EDTO ERA shall have an ATC service and at
least one instrument approach procedure.
The above criteria shall also be applied to the departure or
destination airport when it is used to support an EDTO route segment.
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EDTO.6
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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EDTO.7
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)
EDTO.8
Rule Distance
B747-400F
195 Minutes 1723 NM (Pending HKCAD approval)
B747-400ERF
B747-8F
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EDTO.9
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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EDTO.10
EDTO Route Segment(s)

An EDTO route segment is any segment (or segments) of a flight
where the aircraft is more than the equivalent of 60 or 180 minutes
Rule Distance (dependent of aircraft type) from an Adequate airport .
An EDTO segment starts when the aircraft exceeds the equivalent of
60 or 180 minutes Rule Distance (dependent of aircraft type) from an
Adequate airport and ceases when the aircraft is within the
equivalent of 60 or 180 minutes Rule Distance (dependent of aircraft
type) of another Adequate airport.
Note: 180 minute Rule Distance pending HKCAD approval.
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EDTO.11
Equi Time Point (ETP)

The ETP is a point on the route that is an equal flying time from two
ERAs.
Critical Fuel Point (CP)

The Critical Point is the point on the aircraft route that is most critical
with regard to EDTO fuel requirements. It is normally, but not always,
the last enroute ETP.
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EDTO.12
Critical Fuel Scenario

The most critical fuel scenario of either engine-inoperative or all engines
operating is assessed, based on the following scenarios occurring at the
Critical Point:
Immediate descent:
all engines operating but pressurization failure at MMO/VMO to 10,000 FT
(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

one engine failure and pressurization failure MMO/VMO to 10,000 FT
(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

one engine failure at MMO/VMO to the engine inoperative stabilizing altitude.
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EDTO.13
Critical Fuel Scenario

Continued cruise at the following speeds to the diversion
airport:
all engines operating but pressurization failure; at LRC.
one engine failure and pressurization failure; at VMO
(B777-300ER at VMO - 10 KTS).
one engine failure; at VMO
(B777-300ER at VMO - 10 KTS).
Note: Descent and Cruise Speeds are for EDTO Planning purposes only.
For EDTO policy refer to OM Part A.
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EDTO.14
Normal fuel policy applies with the following exceptions:

Sufficient fuel shall be carried to permit the loss of pressurization or an
engine failure, or both, at any point on the intended route and predicated
on the following:
the flight shall be continued to the nearest suitable airport for landing;
hold at 1500 FT AAL over the nearest suitable airport for 15 minutes;
and,
initiate an approach and landing.
Refer Diversion to an ERA Slides 21 and 22
An additive for icing conditions during a diversion shall be applied when icing
conditions are forecast. To satisfy this requirement, the Cathay Pacific flight
planning system uses a severe icing increment for all critical fuel calculations.
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EDTO.15
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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EDTO.16
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.
Primary aircraft system redundancy appropriate to EDTO operation is

reflected in the Minimum Equipment List (MEL). Any MEL item which
affects EDTO capability will be recorded in the Aircraft Maintenance Log
(AML) as a PADD.
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EDTO.17
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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EDTO.18
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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EDTO.19
Prior to the EDTO Entry Point

Ensure the weather at the nominated ERA(s) remain above landing
minima.
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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EDTO.20
Flight In The EDTO Segment

If weather conditions at an EDTO ERA deteriorate below landing minima, or
the EDTO ERA becomes unavailable for another reason, the
Commander/PIC shall attempt to select another suitable ERA to support the
route segment.
The new EDTO ERA shall represent the best option available at the time. In
practice, the aircraft shall remain on its planned route and the closest
suitable ERA to the route determined, which may be the next, or previous,
planned ERA.
Direct routing or re-routes provided by ATC shall be carefully considered to
ensure the aircraft remains within the applicable Rule Distance of an ERA at
all times.
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EDTO.21
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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EDTO.22
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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EDTO.23
Enroute Diversion Procedures

Advise IOC of any diversion as soon as practicable.
The MMO/VMO (B777-300ER at VMO-10 KTS) one engine inoperative
speed schedule is used solely to calculate the Rule Distances for flight
planning.
The crew may adopt any diversion speed strategy they consider the
most appropriate following assessment of the overall situation. There
is no requirement to complete a diversion within the Rule Times used
for flight planning purposes.
Therefore, diverting to an ERA does not require use of MMO/VMO
(B777-300ER at VMO-10 KTS) derived speed schedule unless the
diversion is time critical, such as for a cargo fire, which would, in all
probability, require the crew to conduct the diversion at maximum
possible speed.
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EDTO.24
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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EDTO.25
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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EDTO.26
This form is used by

dispatch to ensure the flight
planning meets EDTO
requirements. Refer FOP
OM Part A
The scheduled flights details

Confirmation of aircraft
suitability for EDTO dispatch
Selected EDTO ERAs,
earliest and latest times of
potential use and that the
weather and Notams have
been checked to confirm
suitability of use as an ERA.
City pairs from Item 2, Rule

Time used and confirmation
of minima used for planning
Critical airport pairs Ref

Sector fuel summaries, Page
2 of the CFP
In this example no city pair is

fuel limited at the depress or
1 Eng - INOP critical point
OM Part A EDTO
Definitions, Rule Distances
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EDTO.27
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Differences From a Normal Flight Plan
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EDTO.28
Differences From a Normal Flight Plan

Minimum for EDTO
alternate planning
minima purposes.
Defines EDTO sector

Entry point (EEP) and
Exit point (EXP) by
latitude, longitude and
elapsed time after
take-off.
All EDTO sectors, as well as 1

engine inoperative and
depressurized sector critical
points.
Fuel required for

normal operation up to
the specified critical
point, suffer a failure,
descend and then
divert to either airfield
shown.
EDTO Critical Fuel Point

Codes.
Defines the rule time in
use, in this case 180
MINUTES.
Refer Table on the next
slide
Fuel required at the

specified critical point
to carry out the
appropriate diversion
with penalties, holding
and approach fuel
requirements.
Estimated earliest and

latest time of arrival at
the nominated en route
airports - based on:
STD +10mins
1 - ENG INOP
Great Circle Track
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EDTO.29
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EDTO.30
Route Plot
CPA 830E/09OCT12 RT# 003
UTC Flight Date: 09OCT12
DPETPPID: EDTO180
Printed: 08OCT12 2307
EDTO Flight Details
Specified Rule Time Ring

Specified Rule Time
EDTO Exit Point (EXP)
60 Minute Range Circle

180 Minute Range Circle
Great Circle Track
60 Minute Ring
EDTO Entry Point (EEP)
Enroute Alternate
EDTO Exit Point (EXP)

CFP Track
EDTO Entry Point (EEP)
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EDTO.31
777-300ER Example
PASY EARLIEST ETA 0835U LATEST ETA 1337U
PASY Earliest ETA assumes:

PASY Latest ETA assumes:
Normal flight from Hong Kong to the

first intersection of the planned route
and the 180 min range circle from
PASY (Position A) at the planned
altitude and speed.
Engine failure at A
1 ENG INOP diversion direct to

PASY at EO altitude at
MCT/VMO 10KTS
1337U
0835U
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Normal flight from Hong

Kong to the second
intersection of the planned
route and the 180 min
range circle from PASY
(Position B) at the planned
altitude and speed.
Engine Failure at B
1 ENG INOP diversion direct
to PASY at EO altitude at
MCT/VMO -10KTS.
EDTO.32
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EDTO.33

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e

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Flight Operations Supervisory Oversight

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Extended Diversion Time Operations (EDTO)

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Emergency use only. NOTAM for alternate airport filing restriction.

Emergency use only due runway length and inadequate taxiways.

Emergency use only due inadequate taxiways.

Emergency use only due inadequate taxiways and RFF.

Emergency use only due lack of refuelling capability.

Emergency use only due significant terrain on Approach, inadequate taxiways.

Norilsk Air Base

Emergency use only due military airport.

Pearce Air Base

Emergency use only due military airport.

Polyarny Air Base

Emergency use only due military airport.

Salekhard Air Base

Emergency use only due military airport.

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

EDTO Enroute Alternate Airport (ERA)

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MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

MFT/ 29-Jul-14 / Training Dev

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MFT/ 29-Jul-14 / Training Dev

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MFT/ 29-Jul-14 / Training Dev

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EDTO Route Segment(s)

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Equi Time Point (ETP)

Critical Fuel Point (CP)

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Critical Fuel Scenario

(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

(B747/B777-300ER initially 14,000 FT for 3.5 hours, then 10,000 FT).

MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014

Critical Fuel Scenario

For EDTO policy refer to OM Part A.

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Normal fuel policy applies with the following exceptions:

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MFT/ 29-Jul-14 / Training Dev

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Primary aircraft system redundancy appropriate to EDTO operation is

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MFT/ 29-Jul-14 / Training Dev

Uncontrolled if downloaded or printed CPA FOP 2014