Appendix 4 to AMC 20-6B - Flight preparation and in-flight procedures

• ED Decision 2021/006/R found in: AMC-20 Amdt 22 - Airworthiness of Products, Parts and Appliances (May 2021)

Appendix 4 to AMC 20-6B – Flight preparation and in-flight procedures ED Decision 2021/006/R 1. GENERAL The flight release considerations specified in this paragraph are in addition to the applicable operational requirements. They specifically apply to ETOPS. Although many of the considerations in this AMC are currently incorporated into approved programmes for other aeroplanes or route structures, the unique nature of ETOPS necessitates a re-examination of these operations to ensure that the approved programmes are adequate for this purpose. 2. MINIMUM EQUIPMENT LIST (MEL) The system redundancy levels appropriate to ETOPS should be reflected in the master minimum equipment list (MMEL). An operator’s MEL may be more restrictive than the MMEL considering the kind of ETOPS operation proposed, equipment and in-service problems unique to the operator. Systems and equipment considered to have a fundamental influence on safety may include, but are not limited to, the following: a. electrical; b. hydraulic; c. pneumatic; d. flight instrumentation, including warning and caution systems; e. fuel; f. flight control; g. ice protection; h. engine start and ignition; i. propulsion system instruments; j. navigation and communications, including any route specific long-range navigation and communication equipment; k. auxiliary power-unit; l. air conditioning and pressurisation; m. cargo fire suppression; n. engine fire protection; o. emergency equipment; p. systems and equipment required for engine condition monitoring. In addition, the following systems are required to be operative for dispatch for ETOPS with diversion times above 180 minutes: q. Fuel quantity indicating system (FQIS); r. APU (including electrical and pneumatic supply to its designed capability), if necessary to comply with ETOPS requirements; s. Automatic engine or propeller control system; t. Communication system(s) relied on by the flight crew to comply with the requirement for communication capability. 3. COMMUNICATION AND NAVIGATION FACILITIES For releasing an aeroplane on an ETOPS flight, the operators should ensure that: a. Communications facilities are available to provide under normal conditions of propagation at all planned altitudes of the intended flight and the diversion scenarios, reliable two-way voice and/or data link communications; b. Visual and non-visual aids are available at the specified alternates for the anticipated types of approaches and operating minima. 4. FUEL SUPPLY a. General For releasing an aeroplane on an ETOPS flight, the operators should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with this Appendix. b. Critical fuel reserve In establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point (at normal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight) and execute a diversion to an ETOPS en-route alternate under the conditions outlined in this Appendix, the ‘Critical Fuel Scenario’ (paragraph c. below). These critical fuel reserves should be compared to the normal applicable operational requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by applicable operational requirements, additional fuel should be included to the extent necessary to safely complete the Critical Fuel Scenario. When considering the potential diversion distance flown, account should be taken of the anticipated routing and approach procedures, in particular any constraints caused by airspace restrictions or terrain. c. Critical fuel scenario The following describes a scenario for a diversion at the most critical point. The applicant should confirm compliance with this scenario when calculating the critical fuel reserve necessary. Note 1: If an APU is one of the required power sources, then its fuel consumption should be accounted for during the appropriate phases of flight. Note 2: Additional fuel consumptions due to any MEL or CDL items should be accounted for during the appropriate phases of flight, when applicable. The aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly to an ETOPS route alternate assuming the greater of: (1) A rapid decompression at the most critical point followed by descent to a 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (2) A flight 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 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (3) A flight 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. Upon reaching the alternate, hold at 1 500 ft above field elevation for 15 minutes and then conduct an instrument approach and landing. Add a 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual forecast wind used to calculate fuel in the greater of (1), (2) or (3) above to account for any potential errors in wind forecasting. If an operator is not using the actual forecast wind based on wind model acceptable to the competent authority, allow 5% of the fuel required for (1), (2) or (3) above, as reserve fuel to allow for errors in wind data. A wind aloft forecasting distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the competent authority. d. Icing Correct the amount of fuel obtained in paragraph c. above taking into account the greater of: (1) the effect of airframe icing during 10 % 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); (2) fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast. Note:Unless a reliable icing forecast is available, icing may be presumed to occur when the total air temperature (TAT) at the approved one-engine-inoperative cruise speed is less than +10°C, or if the outside air temperature is between 0°C and -20°C with a relative humidity (RH) of 55 % or greater. The operator should have a programme established to monitor aeroplane in-service deterioration in cruise fuel burn performance and including in the fuel supply calculations sufficient fuel to compensate for any such deterioration. If there is no data available for such a programme, the fuel supply should be increased by 5 % to account for deterioration in cruise fuel burn performance. 5. ALTERNATE AERODROMES To conduct an ETOPS flight, the ETOPS en-route alternate aerodromes should meet the weather requirements of planning minima for an ETOPS en-route alternate aerodrome contained in the applicable operational requirements. ETOPS planning minima apply until dispatch. The planned en-route alternates for using in the event of propulsion system failure or aeroplane system failure(s) which require a diversion should be identified and listed in the cockpit documentation (e.g. computerised flight plan) for all cases where the planned route to be flown contains an ETOPS point See also [Appendix 5](#_DxCrossRefBm1701657986) to this AMC ‘ETOPS En-route Alternate Aerodromes’. 6. IN-FLIGHT RE-PLANNING AND POST-DISPATCH WEATHER MINIMA An aeroplane whether or not dispatched as an ETOPS flight may not re-route post dispatch without meeting the applicable operational requirements and without satisfying by a procedure that dispatch criteria have been met. The operator should have a system in place to facilitate such re-routes. Post-dispatch, weather conditions at the ETOPS en-route alternates should be equal to or better than the normal landing minima for the available instrument approach. 7. DELAYED DISPATCH If the dispatch of a flight is delayed by more than one hour, pilots and/or operations personnel should monitor weather forecasts and airport status atthe nominated en-route alternates to ensure that they stay within the specified planning minima requirements until dispatch. 8. DIVERSION DECISION-MAKING Operators shall establish procedures for flight crew, outlining the criteria that indicate when a diversion or change of routing is recommended whilst conducting an ETOPS flight. For an ETOPS flight, in the event of the shutdown of an engine, these procedures should include the shutdown of an engine, fly to and land at the nearest aerodrome appropriate for landing. Factors to be considered when deciding upon the appropriate course of action and suitability of an aerodrome for diversion may include but are not limited to: a. Aircraft configuration/weight/systems status; b. Wind and weather conditions en route at the diversion altitude; c. Minimum altitudes en route to the diversion aerodrome; d. Fuel required for the diversion; e. Aerodrome condition, terrain, weather and wind; f. Runways available and runway surface condition; g. Approach aids and lighting; h. RFFS\* capability at the diversion aerodrome; i. Facilities for aircraft occupants - disembarkation & shelter; j. Medical facilities; k. Pilot’s familiarity with the aerodrome; l. Information about the aerodrome available to the flight crew. Contingency procedures should not be interpreted in any way that prejudices the final authority and responsibility of the pilot-in-command for the safe operation of the aeroplane. Note: For an ETOPS en-route alternate aerodrome, a published RFFS category equivalent to ICAO category 4, available at 30 minutes’ notice, is acceptable. 9. IN-FLIGHT MONITORING During the flight, the flight crew should remain informed of any significant changes in conditions at designated ETOPS en-route alternate aerodromes. Prior to the ETOPS Entry Point, the forecast weather, established aeroplane status, fuel remaining, and where possible field conditions and aerodrome services and facilities at designated ETOPS en-route alternates are to be evaluated. If any conditions are identified which could preclude safe approach and landing on a designated en-route alternate aerodrome, then the flight crew should take appropriate action, such as re-routing as necessary, to remain within the operator’s approved diversion time of an en-route alternate aerodrome with forecast weather to be at or above landing minima. In the event this is not possible, the next nearest en-route alternate aerodrome should be selected provided the diversion time does not exceed the maximum approved diversion time. This does not override the pilot’s-in-command authority to select the safest course of action. 10. AEROPLANE PERFORMANCE DATA The operator should ensure that the Operations Manual contains sufficient data to support the critical fuel reserve and area of operations calculation. The following data should be based on the information provided by the (S)TC holder. The requirements for one-engine-inoperative performance en-route can be found in the applicable operational requirements. Detailed one-engine-inoperative performance data including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a. drift down (includes net performance); b. cruise altitude coverage including 10 000 feet; c. holding; d. altitude capability (includes net performance); e. missed approach. Detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a. cruise (altitude coverage including 10 000 feet); and b. holding. It should also contain details of any other conditions relevant to extended-range operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aeroplane, ram air turbine (RAT) deployment, thrust reverser deployment, etc. The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe/engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with the applicable operational requirements. 11. OPERATIONAL FLIGHT PLAN The type of operation (i.e. ETOPS, including the diversion time used to establish the plan) should be listed on the operational flight plan as required by the applicable operational requirements. [Amdt 20/7] [Amdt 20/21] Appendix 4 to AMC 20-6B – Flight preparation and in-flight procedures ED Decision 2021/006/R 1.         GENERAL The flight release considerations specified in this paragraph are in addition to the applicable operational requirements. They specifically apply to ETOPS. Although many of the considerations in this AMC are currently incorporated into approved programmes for other aeroplanes or route structures, the unique nature of ETOPS necessitates a re-examination of these operations to ensure that the approved programmes are adequate for this purpose. 2.         MINIMUM EQUIPMENT LIST (MEL) The system redundancy levels appropriate to ETOPS should be reflected in the master minimum equipment list (MMEL). An operator’s MEL may be more restrictive than the MMEL considering the kind of ETOPS operation proposed, equipment and in-service problems unique to the operator. Systems and equipment considered to have a fundamental influence on safety may include, but are not limited to, the following: a.         electrical; b.         hydraulic; c.         pneumatic; d.         flight instrumentation, including warning and caution systems; e.         fuel; f.          flight control; g.         ice protection; h.         engine start and ignition; i.          propulsion system instruments; j.          navigation and communications, including any route specific long-range navigation and communication equipment; k.         auxiliary power-unit; l.          air conditioning and pressurisation; m.       cargo fire suppression; n.         engine fire protection; o.         emergency equipment; p.         systems and equipment required for engine condition monitoring. In addition, the following systems are required to be operative for dispatch for ETOPS with diversion times above 180 minutes: q.         Fuel quantity indicating system (FQIS); r.          APU (including electrical and pneumatic supply to its designed capability), if necessary to comply with ETOPS requirements; s.         Automatic engine or propeller control system; t.          Communication system(s) relied on by the flight crew to comply with the requirement for communication capability. 3.         COMMUNICATION AND NAVIGATION FACILITIES For releasing an aeroplane on an ETOPS flight, the operators should ensure that: a.         Communications facilities are available to provide under normal conditions of propagation at all planned altitudes of the intended flight and the diversion scenarios, reliable two-way voice and/or data link communications; b.         Visual and non-visual aids are available at the specified alternates for the anticipated types of approaches and operating minima. 4.         FUEL SUPPLY a.         General For releasing an aeroplane on an ETOPS flight, the operators should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with this Appendix. b.         Critical fuel reserve In establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point (at normal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight) and execute a diversion to an ETOPS en-route alternate under the conditions outlined in this Appendix, the ‘Critical Fuel Scenario’ (paragraph c. below). These critical fuel reserves should be compared to the normal applicable operational requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by applicable operational requirements, additional fuel should be included to the extent necessary to safely complete the Critical Fuel Scenario. When considering the potential diversion distance flown, account should be taken of the anticipated routing and approach procedures, in particular any constraints caused by airspace restrictions or terrain. c.         Critical fuel scenario The following describes a scenario for a diversion at the most critical point. The applicant should confirm compliance with this scenario when calculating the critical fuel reserve necessary. Note 1: If an APU is one of the required power sources, then its fuel consumption should be accounted for during the appropriate phases of flight. Note 2: Additional fuel consumptions due to any MEL or CDL items should be accounted for during the appropriate phases of flight, when applicable. The aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly to an ETOPS route alternate assuming the greater of: (1)       A rapid decompression at the most critical point followed by descent to a 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (2)       A flight 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 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (3)       A flight 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. Upon reaching the alternate, hold at 1 500 ft above field elevation for 15 minutes and then conduct an instrument approach and landing. Add a 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual forecast wind used to calculate fuel in the greater of (1), (2) or (3) above to account for any potential errors in wind forecasting. If an operator is not using the actual forecast wind based on wind model acceptable to the competent authority, allow 5% of the fuel required for (1), (2) or (3) above, as reserve fuel to allow for errors in wind data. A wind aloft forecasting distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the competent authority. d.         Icing Correct the amount of fuel obtained in paragraph c. above taking into account the greater of: (1)       the effect of airframe icing during 10 % 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); (2)       fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast. Note:Unless a reliable icing forecast is available, icing may be presumed to occur when the total air temperature (TAT) at the approved one-engine-inoperative cruise speed is less than +10°C, or if the outside air temperature is between 0°C and -20°C with a relative humidity (RH) of 55 % or greater. The operator should have a programme established to monitor aeroplane in-service deterioration in cruise fuel burn performance and including in the fuel supply calculations sufficient fuel to compensate for any such deterioration. If there is no data available for such a programme, the fuel supply should be increased by 5 % to account for deterioration in cruise fuel burn performance. 5.         ALTERNATE AERODROMES To conduct an ETOPS flight, the ETOPS en-route alternate aerodromes should meet the weather requirements of planning minima for an ETOPS en-route alternate aerodrome contained in the applicable operational requirements. ETOPS planning minima apply until dispatch. The planned en-route alternates for using in the event of propulsion system failure or aeroplane system failure(s) which require a diversion should be identified and listed in the cockpit documentation (e.g. computerised flight plan) for all cases where the planned route to be flown contains an ETOPS point See also [Appendix 5](#_DxCrossRefBm421436792) to this AMC ‘ETOPS En-route Alternate Aerodromes’. 6.         IN-FLIGHT RE-PLANNING AND POST-DISPATCH WEATHER MINIMA An aeroplane whether or not dispatched as an ETOPS flight may not re-route post dispatch without meeting the applicable operational requirements and without satisfying by a procedure that dispatch criteria have been met. The operator should have a system in place to facilitate such re-routes. Post-dispatch, weather conditions at the ETOPS en-route alternates should be equal to or better than the normal landing minima for the available instrument approach. 7.         DELAYED DISPATCH If the dispatch of a flight is delayed by more than one hour, pilots and/or operations personnel should monitor weather forecasts and airport status atthe nominated en-route alternates to ensure that they stay within the specified planning minima requirements until dispatch. 8.         DIVERSION DECISION-MAKING Operators shall establish procedures for flight crew, outlining the criteria that indicate when a diversion or change of routing is recommended whilst conducting an ETOPS flight. For an ETOPS flight, in the event of the shutdown of an engine, these procedures should include the shutdown of an engine, fly to and land at the nearest aerodrome appropriate for landing. Factors to be considered when deciding upon the appropriate course of action and suitability of an aerodrome for diversion may include but are not limited to: a.         Aircraft configuration/weight/systems status; b.         Wind and weather conditions en route at the diversion altitude; c.         Minimum altitudes en route to the diversion aerodrome; d.         Fuel required for the diversion; e.         Aerodrome condition, terrain, weather and wind; f.          Runways available and runway surface condition; g.         Approach aids and lighting; h.         RFFS\* capability at the diversion aerodrome; i.          Facilities for aircraft occupants - disembarkation & shelter; j.          Medical facilities; k.         Pilot’s familiarity with the aerodrome; l.          Information about the aerodrome available to the flight crew. Contingency procedures should not be interpreted in any way that prejudices the final authority and responsibility of the pilot-in-command for the safe operation of the aeroplane. Note: For an ETOPS en-route alternate aerodrome, a published RFFS category equivalent to ICAO category 4, available at 30 minutes’ notice, is acceptable. 9.         IN-FLIGHT MONITORING During the flight, the flight crew should remain informed of any significant changes in conditions at designated ETOPS en-route alternate aerodromes. Prior to the ETOPS Entry Point, the forecast weather, established aeroplane status, fuel remaining, and where possible field conditions and aerodrome services and facilities at designated ETOPS en-route alternates are to be evaluated. If any conditions are identified which could preclude safe approach and landing on a designated en-route alternate aerodrome, then the flight crew should take appropriate action, such as re-routing as necessary, to remain within the operator’s approved diversion time of an en-route alternate aerodrome with forecast weather to be at or above landing minima. In the event this is not possible, the next nearest en-route alternate aerodrome should be selected provided the diversion time does not exceed the maximum approved diversion time. This does not override the pilot’s-in-command authority to select the safest course of action. 10.       AEROPLANE PERFORMANCE DATA The operator should ensure that the Operations Manual contains sufficient data to support the critical fuel reserve and area of operations calculation. The following data should be based on the information provided by the (S)TC holder. The requirements for one-engine-inoperative performance en-route can be found in the applicable operational requirements. Detailed one-engine-inoperative performance data including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a.         drift down (includes net performance); b.         cruise altitude coverage including 10 000 feet; c.         holding; d.         altitude capability (includes net performance); e.         missed approach. Detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a.         cruise (altitude coverage including 10 000 feet); and b.         holding. It should also contain details of any other conditions relevant to extended-range operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aeroplane, ram air turbine (RAT) deployment, thrust reverser deployment, etc. The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe/engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with the applicable operational requirements. 11.       OPERATIONAL FLIGHT PLAN The type of operation (i.e. ETOPS, including the diversion time used to establish the plan) should be listed on the operational flight plan as required by the applicable operational requirements. [Amdt 20/7] [Amdt 20/21] Appendix 4 to AMC 20-6B – Flight preparation and in-flight procedures ED Decision 2021/006/R 1.         GENERAL The flight release considerations specified in this paragraph are in addition to the applicable operational requirements. They specifically apply to ETOPS. Although many of the considerations in this AMC are currently incorporated into approved programmes for other aeroplanes or route structures, the unique nature of ETOPS necessitates a re-examination of these operations to ensure that the approved programmes are adequate for this purpose. 2.         MINIMUM EQUIPMENT LIST (MEL) The system redundancy levels appropriate to ETOPS should be reflected in the master minimum equipment list (MMEL). An operator’s MEL may be more restrictive than the MMEL considering the kind of ETOPS operation proposed, equipment and in-service problems unique to the operator. Systems and equipment considered to have a fundamental influence on safety may include, but are not limited to, the following: a.         electrical; b.         hydraulic; c.         pneumatic; d.         flight instrumentation, including warning and caution systems; e.         fuel; f.          flight control; g.         ice protection; h.         engine start and ignition; i.          propulsion system instruments; j.          navigation and communications, including any route specific long-range navigation and communication equipment; k.         auxiliary power-unit; l.          air conditioning and pressurisation; m.       cargo fire suppression; n.         engine fire protection; o.         emergency equipment; p.         systems and equipment required for engine condition monitoring. In addition, the following systems are required to be operative for dispatch for ETOPS with diversion times above 180 minutes: q.         Fuel quantity indicating system (FQIS); r.          APU (including electrical and pneumatic supply to its designed capability), if necessary to comply with ETOPS requirements; s.         Automatic engine or propeller control system; t.          Communication system(s) relied on by the flight crew to comply with the requirement for communication capability. 3.         COMMUNICATION AND NAVIGATION FACILITIES For releasing an aeroplane on an ETOPS flight, the operators should ensure that: a.         Communications facilities are available to provide under normal conditions of propagation at all planned altitudes of the intended flight and the diversion scenarios, reliable two-way voice and/or data link communications; b.         Visual and non-visual aids are available at the specified alternates for the anticipated types of approaches and operating minima. 4.         FUEL SUPPLY a.         General For releasing an aeroplane on an ETOPS flight, the operators should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with this Appendix. b.         Critical fuel reserve In establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point (at normal cruise speed and altitude, taking into account the anticipated meteorological conditions for the flight) and execute a diversion to an ETOPS en-route alternate under the conditions outlined in this Appendix, the ‘Critical Fuel Scenario’ (paragraph c. below). These critical fuel reserves should be compared to the normal applicable operational requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by applicable operational requirements, additional fuel should be included to the extent necessary to safely complete the Critical Fuel Scenario. When considering the potential diversion distance flown, account should be taken of the anticipated routing and approach procedures, in particular any constraints caused by airspace restrictions or terrain. c.         Critical fuel scenario The following describes a scenario for a diversion at the most critical point. The applicant should confirm compliance with this scenario when calculating the critical fuel reserve necessary. Note 1: If an APU is one of the required power sources, then its fuel consumption should be accounted for during the appropriate phases of flight. Note 2: Additional fuel consumptions due to any MEL or CDL items should be accounted for during the appropriate phases of flight, when applicable. The aeroplane is required to carry sufficient fuel taking into account the forecast wind and weather to fly to an ETOPS route alternate assuming the greater of: (1)       A rapid decompression at the most critical point followed by descent to a 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (2)       A flight 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 10 000 ft or a higher altitude if sufficient oxygen is provided in accordance with the applicable operational requirements. (3)       A flight 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. Upon reaching the alternate, hold at 1 500 ft above field elevation for 15 minutes and then conduct an instrument approach and landing. Add a 5 % wind speed factor (i.e. an increment to headwind or a decrement to tailwind) on the actual forecast wind used to calculate fuel in the greater of (1), (2) or (3) above to account for any potential errors in wind forecasting. If an operator is not using the actual forecast wind based on wind model acceptable to the competent authority, allow 5% of the fuel required for (1), (2) or (3) above, as reserve fuel to allow for errors in wind data. A wind aloft forecasting distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the competent authority. d.         Icing Correct the amount of fuel obtained in paragraph c. above taking into account the greater of: (1)       the effect of airframe icing during 10 % 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); (2)       fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast. Note:Unless a reliable icing forecast is available, icing may be presumed to occur when the total air temperature (TAT) at the approved one-engine-inoperative cruise speed is less than +10°C, or if the outside air temperature is between 0°C and -20°C with a relative humidity (RH) of 55 % or greater. The operator should have a programme established to monitor aeroplane in-service deterioration in cruise fuel burn performance and including in the fuel supply calculations sufficient fuel to compensate for any such deterioration. If there is no data available for such a programme, the fuel supply should be increased by 5 % to account for deterioration in cruise fuel burn performance. 5.         ALTERNATE AERODROMES To conduct an ETOPS flight, the ETOPS en-route alternate aerodromes should meet the weather requirements of planning minima for an ETOPS en-route alternate aerodrome contained in the applicable operational requirements. ETOPS planning minima apply until dispatch. The planned en-route alternates for using in the event of propulsion system failure or aeroplane system failure(s) which require a diversion should be identified and listed in the cockpit documentation (e.g. computerised flight plan) for all cases where the planned route to be flown contains an ETOPS point See also [Appendix 5](#_DxCrossRefBm1926189230) to this AMC ‘ETOPS En-route Alternate Aerodromes’. 6.         IN-FLIGHT RE-PLANNING AND POST-DISPATCH WEATHER MINIMA An aeroplane whether or not dispatched as an ETOPS flight may not re-route post dispatch without meeting the applicable operational requirements and without satisfying by a procedure that dispatch criteria have been met. The operator should have a system in place to facilitate such re-routes. Post-dispatch, weather conditions at the ETOPS en-route alternates should be equal to or better than the normal landing minima for the available instrument approach. 7.         DELAYED DISPATCH If the dispatch of a flight is delayed by more than one hour, pilots and/or operations personnel should monitor weather forecasts and airport status atthe nominated en-route alternates to ensure that they stay within the specified planning minima requirements until dispatch. 8.         DIVERSION DECISION-MAKING Operators shall establish procedures for flight crew, outlining the criteria that indicate when a diversion or change of routing is recommended whilst conducting an ETOPS flight. For an ETOPS flight, in the event of the shutdown of an engine, these procedures should include the shutdown of an engine, fly to and land at the nearest aerodrome appropriate for landing. Factors to be considered when deciding upon the appropriate course of action and suitability of an aerodrome for diversion may include but are not limited to: a.         Aircraft configuration/weight/systems status; b.         Wind and weather conditions en route at the diversion altitude; c.         Minimum altitudes en route to the diversion aerodrome; d.         Fuel required for the diversion; e.         Aerodrome condition, terrain, weather and wind; f.          Runways available and runway surface condition; g.         Approach aids and lighting; h.         RFFS\* capability at the diversion aerodrome; i.          Facilities for aircraft occupants - disembarkation & shelter; j.          Medical facilities; k.         Pilot’s familiarity with the aerodrome; l.          Information about the aerodrome available to the flight crew. Contingency procedures should not be interpreted in any way that prejudices the final authority and responsibility of the pilot-in-command for the safe operation of the aeroplane. Note: For an ETOPS en-route alternate aerodrome, a published RFFS category equivalent to ICAO category 4, available at 30 minutes’ notice, is acceptable. 9.         IN-FLIGHT MONITORING During the flight, the flight crew should remain informed of any significant changes in conditions at designated ETOPS en-route alternate aerodromes. Prior to the ETOPS Entry Point, the forecast weather, established aeroplane status, fuel remaining, and where possible field conditions and aerodrome services and facilities at designated ETOPS en-route alternates are to be evaluated. If any conditions are identified which could preclude safe approach and landing on a designated en-route alternate aerodrome, then the flight crew should take appropriate action, such as re-routing as necessary, to remain within the operator’s approved diversion time of an en-route alternate aerodrome with forecast weather to be at or above landing minima. In the event this is not possible, the next nearest en-route alternate aerodrome should be selected provided the diversion time does not exceed the maximum approved diversion time. This does not override the pilot’s-in-command authority to select the safest course of action. 10.       AEROPLANE PERFORMANCE DATA The operator should ensure that the Operations Manual contains sufficient data to support the critical fuel reserve and area of operations calculation. The following data should be based on the information provided by the (S)TC holder. The requirements for one-engine-inoperative performance en-route can be found in the applicable operational requirements. Detailed one-engine-inoperative performance data including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a.         drift down (includes net performance); b.         cruise altitude coverage including 10 000 feet; c.         holding; d.         altitude capability (includes net performance); e.         missed approach. Detailed all-engine-operating performance data, including nominal fuel flow data, for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: a.         cruise (altitude coverage including 10 000 feet); and b.         holding. It should also contain details of any other conditions relevant to extended-range operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aeroplane, ram air turbine (RAT) deployment, thrust reverser deployment, etc. The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the ETOPS area of operations for each airframe/engine combination should be used in showing the corresponding terrain and obstruction clearances in accordance with the applicable operational requirements. 11.       OPERATIONAL FLIGHT PLAN The type of operation (i.e. ETOPS, including the diversion time used to establish the plan) should be listed on the operational flight plan as required by the applicable operational requirements. [Amdt 20/7] [Amdt 20/21]