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1. TWO ENGINE AIRCRAFT OPERATIONS

1.1 Maximum Distance from an Adequate Airport for Two-Engined Aircraft without an ETOPS Approval
(Non-ET OPS)

Unless specifically approved by the Authority (ET OPS Approval), KLM shall not operate a two-engined aircraft
over a route, which contains a point further from an adequate airport than 60 minutes in still air and one engine
inoperative. The speed to determine the distance shall be within the aircraft capabilities and selected by the
operator.

1.2 Extended Range Operations with Two-Engined Aircraft (ETOPS)

Extended Range Two-engine Operations (ETOPS) are operations with two-engine ETOPS approved aircraft,
further than 60 minutes flying time in standard conditions and still air at the approved one-engine inoperative
speed from an adequate airport, but not more than 180 minutes from a suitable airport.

Prior to conducting an ETOPS flight, KLM shall ensure that a suitable ETOPS en-route alternate is available,
( within either the approved diversion time or a diversion time based on the MEL generated serviceability status
of the aircraft, whichever is shorter.

2. ETOPS INTRODUCTION

2.1 General

ETOPS operation is allowed when:

The aircraft is ETOPS certified.
The ETOPS capability of the aircraft is declared in the following documents approved by airworthiness
authorities:
Aircraft Flight Manual,
Configuration Maintenance and Procedures Standards (CMP),
Master Minimum Equipment List (MMEL),
The operator has been granted ETOPS operational approval.

The operational approval is granted to an airline depending on the following criteria:

Operational experience,
Aircraft configuration,
Maintenance practices,
ETOPS initial and recurrent training (Flight crews, maintenance personnel, dispatchers),
In-service reliability,
Operational documentation

2.2 KLM ETOPS Approval

KLM ETOPS approval is obtained for the following aircraft types with the maximum diversion times/distances:

120 minutes maximum 180 minutes maximum

Aircraft type Approved speed
diversion distance diversion distance
767-300ER M .80/310 840 NM 1260 NM
777-200ER M .84/300 800 NM 1200 NM
A330-203 M.82/310 800 NM 1200 NM

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2.3 Applicability

The primary ETOPS maximum diversion time is 180 minutes, under certain conditions this may be limited to
120 minutes.
Flights with ETOPS aircraft are planned and executed under the maximum ETOPS diversion time unless within
geographical Europe and the Middle East, including Egypt, for which Non-ETOPS coverage is sufficient
normally.
Only one ETOPS segment per flight is allowed, based on a maximum ETOPS diversion time of either 180 or
120 minutes.
The TAT method may be used under specific conditions.
The route may be covered with one circle only. In this case the EEP and EXP are shown and the critical fuel
calculations are based on these points only.
There is no limit to the length of the ETOPS segment; it may extend from the departure station to the
destination.
It is not allowed to execute a two engine operation on NON-ETOPS basis when it is not possible to operate
under ETOPS rules because of weather constraints that disables coverage by suitable ETOPS ERAs.
Flights that are covered by the 60 minutes rule may occasionally be dispatched as ETOPS flights when
weather dictates to do so, when insufficient adequate ERAs disable an actual diversion in case of a
contingency. Routes that are normally dispatched under ETOPS rules may be operated under 60 minutes
adequate rules when technical requirements disable an ETOPS operation.

3. DEFINITIONS

Adequate Airport

An adequate airport is an airport, which the operator considers to be adequate, having regard to the
performance requirements applicable at the expected landing weight or mass.
In particular, it should be anticipated that at the expected time of use:
The airport will be available, and equipped with necessary ancillary services, such as ATS, sufficient
lighting, communications, weather reporting, navaids and emergency services.
Rescue and Fire Fighting Services (RFFS) equivalent to ICAO category 4 (for RFFS not located on the
airport; capable of meeting the aircraft with 30 minutes notice) or the relevant aircraft category if lower, is
acceptable for planning purposes only, when being considered as an ETOPS ERA and at least one
letdown aid (ground radar would so qualify) will be available for an instrument approach.

Suitable Airport

A suitable airport is an adequate airport with weather reports, or forecasts or any combination thereof,
indicating that the weather conditions are at or above the applicable weather minima and the field condition
reports indicate that a safe landing can be accomplished at the time of the intended operation.

ETOPS Configuration, Maintenance and Procedures (CMP) Standard

The particular aircraft configuration minimum requirements including any special inspection, hardware life
limits, Master Minimum Equipment List (MMEL) constraints, and maintenance practices found necessary by
the Authority to establish the suitability of an airframe-engine combination for extended range operation.

Extended Range Entry Point (EEP)

The ETOPS Entry Point is the point located on the aircraft's outbound route at one hour flying time, at the
selected one-engine-out diversion speed schedule (in still air and ISA conditions), from the last adequate
airport prior to entering the ETOPS segment.

Extended Range Exit Point (EXP)

The point on the outbound route where the flight returns to remain within 60 minutes from an adequate
airport until landing.

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Maximum Diversion Time

The maximum diversion time is the time authorised by the CM-NL to operate away from an ETOPS ERA
with one-engine inoperative. This is included in the individual Air Operator Certificate (AOC) and is used to
determine the area of operation. It is not an operational limitation for conducting a diversion in real time,
which has to cope with en-route weather conditions.

Time Window

The time window is the period in which the suitability of an airport is required.
The period commences one-hour before the established earliest possible time of landing and ends
one-hour after the established latest possible time of landing.

For calculations related to critical points en-route (EEP, ETP and EXP) the following applies:
Opening of the time window is determined from elapsed time since take-off till the critical point,
plus diversion time with the applicable critical scenario from this point to the en-route airport,
minus one-hour.
Closure of the time window is determined from elapsed time since take-off till the critical point,
Plus diversion time with the applicable critical scenario from this point to the en-route airport,
plus one-hour.
The take-off time used for ETOPS flight planning is assumed at ETD + the calculated taxi time.

Approved One-Engine-Inoperative Cruise Speed

The approved one-engine-inoperative cruise speed for the intended area of operation must be a speed,
within the certified limits of the aircraft, selected by the operator and approved by the authority.
The operator must use this speed in establishing the outer limit of the area of operation, any dispatch
limitation and the calculation of the critical fuel scenarios.
Also to be established is the level off altitude (net performance) data. This level off altitude (net
performance) must clear any obstacle en route by margins as specified in the operational requirements.
Based on evaluation of the actual situation, the pilot in command has the authority to deviate from the
planned one-engine-inoperative cruise speed.

ETOPS ERA

An ETOPS ERA, for dispatch purposes, is an adequate airport, which satisfies the ETOPS planning Weather
Minima in terms of ceiling and visibility within the required Time window.

This airport is used to cover the planned route and establish the actual area of operation. For an ETOPS
operation the ERA must be suitable in the applicable time window.

Area of Operations

The area covered by circles centred on the selected adequate airports with a radius of the maximum
applicable diversion distance in still air and standard conditions at the approved one engine inoperative
cruising speed. In this area the particular operation (ETOPS 120 or 180 minutes or NON-ETOPS at 60
minutes) is allowed.

For an actual operation the selected ETOPS ERAs must be suitable.

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4. FLIGHT PLANNING AND DISPATCH

4.1 General

ET0PS Flight planning is performed by OCC/OV world-wide by means of the LIDO Flight planning system.
Every A330 / B767 I B777 flight will be planned and dispatched as an ETOPS flight, except as mentioned
above. Flights that are normally covered by the 60 minutes rule may occasionally be dispatched as ETOPS
flights when weather dictates to do so, mainly because insufficient adequate ERAs that are usable for landing
disable an actual diversion in case of a contingency. Routes that are normally dispatched under ETOPS rules
have to be operated under 60 minutes adequate rules when technical deficiencies disable an ETOPS
operation.

4.2 Selection of Airports

ETOPS ERA

An airport used for planning as ETOPS ERA based on a 180 or 120 minutes ETOPS diversion distance,
shall be a suitable airport. Any KLM adequate airport may be selected when required.
ETOPS planning minima shall be applied according BOM 8.5-4.3.
If State minima are applicable; the higher of ETOPS planning minima and State minima shall be applied.
The ETOPS ERA should be chosen in order to enable the aircraft to reach the ETOPS ERA while
complying with the requirements, regarding performance (obstacles) and/or oxygen considerations.
When only a limited number of suitable ERAs is available the uplift of extra fuel to fulfil the critical scenario
requirement may be unavoidable. In case the optimum route cannot be covered by suitable ERAs an
alternative route has to be selected that is covered by ETOPS circles.

Destination

If a destination is also used, as ETOPS ERA is, the higher of ETOPS planning minima according
BOM 8.5-4 or the State minima shall be applied.

Destination Alternate / En-route Alternate

If a destination alternate or an en-route alternate is also used as an ETOPS ERA the higher of ETOPS
planning minima, alternate planning minima and State minima is applicable.
A destination alternate may be located at ETOPS distance. The critical fuel scenario for the diversion route
shall be applied manually, or by means of the flight planning system in a separate calculation.

Take-off Alternate

A Non-ETOPS take-off alternate should be selected if possible.

An ETOPS take-off alternate may be located at maximum 120 minutes ETOPS diversion distance.
The higher of ETOPS planning minima and State minima, if required, is applicable.

4.3 ETOPS Planning Weather Minima

An airport shall only be selected as ETOPS ERA, if the appropriate weather report, or forecast, or combination
thereof, indicate that the weather conditions will be at or above the weather minima as in the table below:

Available at En-route Airport Ceiling minimum Visibility minimum

One runway
Prescribed HAT/HAA + 400 ft Prescribed VIS + 1500 m
One instrument approach procedure.
Two separate runways
The higher of the two The higher of the two
(or more) with at least two separate
Prescribed HAT/HAA + 200 ft Prescribed VIS+ 800 m
instrument approach procedures.

CAT Il/ Ill minima shall not be used.

Cross and tailwind must be within AOM limits, including gusts.

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Application of Change Indicators in TAF and Trend for Flight Planning

For all airports, which are used for planning based on a 180 or 120 minutes ETOPS diversion distance,
the following applies with regard to the interpretation of TAFs or trend-type forecasts.

Change Indicator Improvement Deterioration

FM and BECMG AT Applicable from the start of the change.
BECMG, BECMG FM, Applicable from the time of Applicable from the time of
BECMG TL, BECMG FM ... TL end of the change. beginning of the change.
TEMPO, TEMPO FM, Applicable, if below
To be disregarded.
TEMPO TL, TEMPO FM ... TL, PROB 40 Prescribed operating minima.
PROB TEMPO, PROB 30 To be disregarded. SCD.*
* Will be disregarded in flight plan preparation phase.

NOTE: The LIDO system checks weather against the one runway requirement and takes TEMPO and
PROB40 deterioration's into account for the planning minima.

4.4 ETOPS Critical Fuel Scenario

At any point along the route, the fuel on board shall be sufficient to cover a diversion to the nearest ETOPS
ERA. The critical fuel scenario is applicable for ETOPS flights. Fuel reserves are determined to fly to the most
critical point en-route and execute a diversion via the great circle at the designated one-engine diversion speed
for the aircraft type concerned to a suitable ETOPS ERA.

The scenario is based on:

Simultaneous failure of one-engine and the pressurisation system.
Immediate descent to and continued cruise at FL 100.
Descent to and holding for 15 minutes at 1500 ft HAA at the ETOPS ERA.
An approach followed by a missed approach.
Execution of an approach and landing.

The required fuel is compared to the same scenario on both engines at FL 100 and one-engine inoperative
only.

The critical fuel scenario shall allow for:

Average track-wind and 5% for errors in wind forecast, calculated over the diversion distance.
Temperature above ISA.
High / low fuel consumption (fuel factor).
Performance penalty due to ice build-up on unheated surfaces.
Engine bleed for engine and wing anti-icing.
APU fuel, if the APU is a required power source.
Configuration deviations (refer to MEL).

The scenario requiring the higher amount of fuel shall be used for flight plan fuel calculations.

The LIDO system starts the critical fuel calculations with the MEAN CONT figure and assumes this to be
proportionally used during the flight. This may cause a considerable difference between the EFOB figure in the
ET OPS summary and the EFOB on the navigation part of the OFP, as on the navigation part of the flight plan
the total CONT fuel figure is included in the EFOB.

The flight plan fuel calculation shall be based on the accurate calculation of the Estimated ZFW, in accordance
with the expected load.

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4.5 Additional Flight Planning Requirements

In addition to the ETOPS critical fuel scenario, it must be ensured that:

After a single engine failure at any point along the route, the available amount of fuel is sufficient to
continue the flight at a (true) altitude of at least 2000 ft above the critical terrain to a suitable airport.
After a cabin pressurisation failure at the pressure altitude or point of the route that is critical regarding
oxygen requirements, the available amount of oxygen and fuel is sufficient to continue the flight to the
nearest adequate airport at an altitude of at least 2000 ft above the critical terrain or FL 100, whichever is
higher.

For specific routes in regions where one-engine inoperative or oxygen requirements may be critical refer to the
Route documentation.

4.6 TAT Method

The use of the TAT method for ice protection and ice build-up penalties implies that fuel allowance for engine
bleed used for engine and wing anti-ice and for ice accumulation on unheated aircraft surfaces may be omitted
if the following condition are met:
Meteo data is available for the applicable diversion route and indicate that the OAT at FL 100 is above -5°C
(TAT above +10°C). A hard copy of used temperature data is part of the journal.
A significant weather chart shall be used to determine if clouds or humidity is present on the diversion route.
When that is the case the icing fuel shall be tanked despite the TAT method.
Application of the TAT method is SCD.

4.7 Operational Flight Plan

On the Operational Flight Plan (OFP) the ETOPS related information is provided in the ETOPS Block.
The time windows for the respective ETOPS ERAs and the calculations concerning the critical fuel scenario are
specified.

The information is sorted in the sequence of the flight.

ETOPS Entry Point (EEP)

Non-ETOPS ERA on which EEP is based, air distance from EEP to first ERA co-ordinates of the EEP,
Estimated Elapsed Time (EET) to EEP and Estimated Time Overhead (ETO; to be filled in by cockpit
crew), Critical Fuel (CF) indication if critical fuel scenario is based on icing conditions (Y=yes, N=no),
the amount of critical fuel and Estimated Fuel On Board (EFOB) including a critical fuel scenario required
uplift but excluding any other additional fuel.

Suitable airport(s) and runway(s) used for the required time window, the time window (REQ), required
weather minimum for airport and runway (WX MIN), forecasted weather minima for required time window
(FCWX), forecasted crosswind component for the runway used (XWC).

Equal Time Point (ETP) based on the most critical fuel scenario:
1X = One-engine inoperative
DC = Decompression only
DX = One-engine inoperative and decompression.
The calculated air distance from the ETP, co-ordinates of the ETP, Estimated Elapsed Time (EET) to ETP,
Estimated Time Overhead (ETO; to be filled in by cockpit crew), critical fuel and icing included (Y=yes,
N=no), Estimated Fuel On Board (EFOB).

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ETOPS Exit Point (EXP)

Non-ETOPS ERA on which EXP is based, air distance from EXP to last ERA co-ordinates of the EXP,
Estimated Elapsed Time (EET) to EXP and Estimated Time Overhead (ETO; to be filled in by cockpit
crew), Critical fuel (CF) indication if critical fuel scenario is based on icing conditions (Y=yes, N=no),
the amount of critical fuel and Estimated Fuel On Board (EFOB).

When the EEP respectively EXP coincides with the departure respectively destination airport,
co-ordinates, EET, CF and EFOB will not be shown.

Format for the forecasted weather minima per ERA is: ccc/vvvv
Ceiling (max. 3 digits in hundreds of feet); 999 means: No ceiling (cloud coverage less than BKN),
000 means: No ceiling measured (due e.g. low fog).
Visibility (4 digits incl. leading zero's in meters); 9999 means: Vis 10 km or more.

NOTE: If in the ETOPS block a blank or-1I-1 is shown for WX MIN and/or FCWX, the weather minima
have not been checked by the LIDO system and a manual check must be performed.
The LIDO system considers the weather minima for one runway. To plan an ETOPS ERA with
more than one runway and consider the applicable weather minima, a manual override has to be
made by the Flight dispatcher and an explanation to the pilot must be included in the briefing.

ETOPS Block

EEP (EGLL)456 N5637.7W00739.6 EET 1.11 ETO ..... CF(Y) 12.5 EFOB 48.3

BIKF 20 REQ 1319-1819 WX MIN FCWX xwc

ETP (DC) 713 N5504.4W03942.3 EET 3.46 ETO ..... CF(Y) 13.3 EFOB 35.1

CYYT 11 REQ 1607-2044 WX MIN FCWX xwc

EXP (KJFK)457 N4529.1W06731.8 EET 6.25 ETO ..... CF(Y) 11.0 EFOB 22.4

4.8 Documentation

Additional to normal documentation:

A flight plan with the ETOPS summary has to be provided for an ETOPS flight showing the critical points
and the fuel required in accordance with the critical fuel calculations.
An ETOPS planning circle chart is provided for each ETOPS flight to visualise the route coverage and the
ERAs used.
The ATS flight plan shall include the nominated ERAs as RALT.

4.9 Dispatch Requirements

A flight plan with the critical fuel scenario calculated should be submitted to the crew, based on suitable ERAs
that comply with the ETOPS planning weather minima. Excluding CATII and CATIII.
For in-flight considerations CAT Il and CAT Ill shall not be used by dispatch when ERAs are reviewed.
The destination weather minima are taken into account, considering applicable NOTAM information and CAT I
as best facility and applicable ceiling.
Before the flight will pass the EEP dispatch will review the weather, runway condition, NOT AM/SNOT AM and
any other relevant information, at the selected ERAs, for the applicable Time window. When an ERA does not
comply with the applicable destination minima anymore this shall be advised to the crew. Selection of another
ERA, a re-routing or a diversion or any other action shall be taken in concert with the crew.
This contact shall be 30 minutes before the EEP and can be initiated by either the crew or the dispatcher.

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5. TECHNICAL ASPECTS

Verification Flight

In case of a verification flight, (except for an engine verification) the block fuel shall be based on the highest
fuel figure of a Non-ETOPS flight plan and the intended ETOPS flight plan. An engine verification requires
an ETOPS flight plan only. With negative engine verification the aircraft will turn back.

A verification flight, for the purpose of verifying the effectiveness of a maintenance action, can be a
Non-ETOPS flight, or the first part of an ETOPS flight, before the EEP. Within this first part of the flight the
verification shall be completed to release the aircraft for ETOPS. A verification flight is limited to
observations by the crew only; it will not comprise any crew action (performing of tests) for the purpose of
re-establishing ETOPS status.

The verification flight procedure is as follows:

A defect I action resulting in a verification flight will be entered in the AML as a DEFERRED DEFECT
Mxxx.
This AML slip will indicate the need for flight verification, e.g.:
'FLIGHT VERIFICATION REQUIRED PER AMM 20-10-01'.
This AML slip indicates which crew observations are required to confirm ETOPS status, e.g.:
'CREW OBSERVE NORMAL SYSTEM BEHAVIOUR'.
The crew enters on the defect side of a new AML-slip the results of the verification flight and the
observations with reference to the deferred defect Mxxx.
In case verification is satisfactory the flight may be continued as an ETOPS flight.
Confirmation of the restored ETOPS status is required (via AGARS) to the Flight Dispatcher and MSC
prior to passing the EEP.
In case the observations are not satisfactory, the flight has to be executed as a Non- or 120-minutes
ETOPS flight depending on the subject.
See EEM Chapter 4 for AML slip examples with regard to unsuccessful verification flight.
The maintenance crew at destination enters on the action side, based on the crew observations, either
to confirm ETOPS status and to remove the existing DEFERRED DEFECT Mxxx, or to establish
subsequent actions in case of a non-satisfactory verification flight.

In case a verification flight is required, the crew will be informed during flight preparation and a
Non-ETOPS flight plan shall be presented as back up to cover a non-satisfactory verification.
With a negative engine verification the aircraft will return to the departure station, therefore no back up
flight plan is required.

ETOPS Oil Trending

The ETOPS oil consumption-monitoring program, as described in EEM chapter 8, is one of the pillars to
monitor reliable engine operation.

Two methods of monitoring are used:

ACMS (A330 and B767) I ACMF (B777) method:
Manual data entry on the MIDU / (P) MAT. Consumption calculations are automatically performed and
a warning is generated if an exceedance has occurred.
When the P-check is performed by pilots, this procedure shall be performed by the crew.
Manual method:
Data entry on the Oil Consumption Monitoring chart in the AML by the ground engineer.
Calculations are to be performed by the ground engineer with reference to the oil consumption table.

NOTE: Engine oil shall be filled up before every ETOPS flight.

If the pilot performs the KLM pre-flight Inspection (PF/) oil uplift may be discarded only if
no capable personnel is available to perform this task and oil quantity is within OM Part B.

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Release to Service

An ETOPS pre-flight inspection must be carried out and signed for by a type licensed ground engineer prior
to each departure. However, if during an ETOPS flight a non-scheduled landing has to be made for other
reasons than technical malfunctions, the aircraft may be released for continuation of the ETOPS flight by
the captain after performing the pre-flight Inspection by Pilots (refer to the applicable documentation and in
concert with MCC).

ETOPS Exposition Manual

The procedures for compliance with ETOPS Maintenance and Operational requirements are contained in
the KLM ETOPS Exposition Manual (EEM).
The EEM is available on board the aircraft and at stations, served by an ETOPS aircraft type.
The procedures in this manual ensure that there is only one standard to which KLM ETOPS aircraft are
managed, operated and maintained.

6. FLIGHT EXECUTION

6.1 Before the EEP

Prior to operating beyond the ETOPS Entry Point (EEP), the cockpit crew shall evaluate:
Weather forecasts at each individual designated ETOPS ERA for the calculated time windows:
These shall be above the applicable landing minima, excluding CATll/111.
Suitability of each individual designated ETOPS ERA:
Runway surface conditions, airport services and facilities, landing distances etc.
Aircraft technical status.
Fuel remaining.

The information required for this evaluation shall be provided by Dispatch at 30 minutes before passing the
EEP. The contact can be established by the crew or the dispatcher.

If any conditions are identified, which preclude safe approach and landing, then the captain should take an
appropriate course of action.

This could e.g. mean:

Selection of alternative ETOPS ERAs which cover the planned route.
The ETOPS critical fuel scenario shall be applied for the alternative ETOPS ERAs.
Construction of a re-routing, covered by ETOPS ERAs.
The ETOPS critical fuel scenario shall be applied for the new route.
Revision to Non-ETOPS.
Diversion or turn back.

6.2 Beyond the EEP

When within the ETOPS segment and not covered (anymore) by a suitable ERA:
Proceeding to a suitable ERA covered segment in the most expeditious manner.

6.3 Diversion

In case an en-route diversion is necessary the term 'Nearest Suitable Airport' refers to any suitable airport and
is not restricted to one of the ETOPS ERAs selected for flight planning.
At all times however, the flight shall remain within the applicable maximum diversion distance from an ERA.

An ATC clearance resulting in exceedance of the maximum diversion distance shall not be accepted.

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