TRAINING NOTES

EXTENDED DIVERSION TIME OPERATIONS (EDTO)

Prepared by: Air Cmde MS Duggal (Retd)

Important: These notes are meant for reference only. Data herein
must not be used for operations.

Rev: 28 Oct 22
 Table of Contents

Page

1 General 3

2 What are EDTO Flights? 3

3 Benefits of EDTO 3

4 Definitions and Terminology used in EDTO Operations 4

5 Area of operations 8

6 Aircraft Reference Weight 9

7 Diversion speed schedule and maximum diversion distance 9

8 Selection of the diversion strategy 9

9. EDTO Critical Fuel Planning 9

10 En route Alternate Aerodrome planning Minima for Dispatch 10

11 Minimum Equipment List 11

12 Flight dispatch procedures 11

13 Flight Procedures for operating EDTO flight 13

14 Diversion Decision Making 14

15 EDTO Regulations 14

16 Systems Considered to have a fundamental influence on flight safety 15

17 List of Equipment whose failure is not acceptable for EDTO operations 16

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 EDTO (Extended Diversion Time Operations)

1. General

a) The objective of EDTO is to provide a very high level of safety while permitting the use of
twin jet engine aircraft on routes which were previously restricted to three and four engine
aircraft. Additionally, EDTO operations also permit more effective use of airlines resources.

b) The objective of these notes on ‘A-320 EDTO Operations’ is to provide operating flight crew
and the flight dispatchers/operations officers with information on ‘EDTO operations’ and
how these operations differ from ‘Non–EDTO operations’. The notes are based on CAR
SECTION 8-SERIES S-Part I, Issue II, Rev 3, Requirements of EDTO for Commercial Aircraft,
GoFirst Operation Manual (A) CHAPTER 4 and FCOM-SPO-40. These notes are meant for
reference and data herein must not be used for operations.

c) It is essential on the part of the aircrew and flight dispatchers that they clearly understand
the planning process of EDTO operations including dispatching an EDTO Flight, as well as on
board flight crew procedures while operating such routes which fall under this category.

2. What are EDTO Flights?

a) Any operation by an aeroplane with two or more turbine engines where the diversion time
to an en route alternate aerodrome is greater than the threshold time set by the state of the
operator is an EDTO operation.

b) Operators of two-engine aircraft having AUW > 5700 kg cannot operate an aircraft beyond
60 minutes with one engine in-operative cruise speed in ISA conditions and still air unless
approved by DGCA, India for EDTO. The segment of operation beyond 60 minutes will be
termed as Extended Diversion time operations and will require prior approval of DGCA.

c) Similarly Operators cannot operate with three or more engine aircraft beyond 120 minutes
at all engine operating cruise speed, calculated in ISA and still air conditions unless approved
by DGCA.

d) EDTO regulations are applicable to routes over water as well as remote land areas.

3. The Benefits of EDTO

a) EDTO regulations permit an enlarged area of operation for all passenger carrying airplanes
flown in long range operations. This area of operation can be enlarged in steps of 15 minutes
from the established threshold time up to established maximum diversion time to an En route
alternate airport, by the state of operator, on demonstration of airworthiness, and operational

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 procedures compliance. The following figures show the enlarged area of operations with an
EDTO of 120 min diversion time.

Non-EDTO Threshold Time 60 min

EDTO 120 Min

b) The benefit of direct EDTO routing can also be demonstrated by a comparison of distance,
time and fuel saving. Compared to non – EDTO operations scenario, the operator can save
considerable fuel or make an equivalent payload gain.

4. Definitions and Terminology used in EDTO Operations

a) EDTO Operations: Any operation by an aeroplane with two or more turbine engines where
the diversion time to an en-route alternate aerodrome is greater than the time established
by DGCA.

b) En-route alternate aerodromes: Aerodrome(s) to which an aircraft may proceed in the

event that a diversion becomes necessary while en-route, where the necessary services
and facilities are available, where performance requirements of aircraft can be met, and
which are expected to be operational if required, need to be identified any time that the
operation is beyond 60 minutes to an en- route alternate aerodrome. The following
provisions apply to the en- route alternate aerodrome: -

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 i. For route planning purposes, identified en-route alternate aerodromes need to be located
at a distance within the Maximum Diversion Time from the route and which could be used
if necessary. Alternatively, it can be stated that in EDTO, before an aeroplane crosses its
threshold time during the flight, there should always be an en-route alternate aerodrome
within the approved Maximum Diversion Time, whose conditions will be at or above the
operator’s established aerodrome operating minima for the operation during the
estimated time of use,

ii. If any conditions, such as weather below landing minima , are identified that would
preclude a safe approach and landing at that aerodrome during the estimated time of use,
an alternative course of action should be determined such as selecting another en-route
alternate aerodrome within the operator’s approved maximum diversion time.

iii. During the flight preparation and throughout the flight the most updated information
should be provided to the flight crew on the identified en-route alternate aerodromes,
including operational status and meteorological conditions.

Note: En- route alternate aerodromes may also be the take- off and/or destination aerodrome.

c) Maximum Diversion Time: The maximum diversion time (90, 120 or 180 minutes) from an
en-route alternate airport is granted by the operator’s National authority and is included in
the individual Airline’s Operating specifications. It is the longest diversion time authorized for a
flight and is calculated under standard conditions in still air at one engine in-operative cruise
speed.

From the above it may be appreciated that maximum diversion time is only used for
determining the area of operation and therefore is not an operational time limit for
conducting a diversion which has to cope with the prevailing weather conditions. Actual
diversion time may exceed the authorized diversion time as long as the flight is conducted
within the authorized EDTO Area of Operation.

d) Maximum Diversion Distance: The maximum diversion distance is the distance covered in
still air and ISA (or delta ISA) condition within the maximum diversion time. This distance is
calculated at the selected one-engine-out diversion speed with MCT on live engine. In this
regards, the following is pertinent: -

i. In fact the TAS at the diversion FL along with the maximum time allowed will
provide the maximum diversion distance. Regulations permit to take benefit of the
descent (during which the TAS is higher than during the diversion cruise) to increase the
maximum diversion distance.

ii. Similarly in a given area of operation if temperature deviation remains constant

throughout the year, credit may be taken for a positive temperature deviation from ISA in
order to take benefit of higher TAS in turn higher diversion distance.

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 Determinations of 60 minutes diversion distance vide JAR-OPS 1.245 and maximum
distance (still air) to diversion airport is given in FCOM PRO-SPO-40-60 P 2-4/20 This table
provides the maximum diversion distance for a sample of diversion times, reference
weights at the critical point and two selected diversion speed schedules. GoFirst has
determined 607nm (90 min) and 804nm (120min) as the Maximum Diversion Distance for
CEO aircraft and 607nm (90 min) and 805nm (120min) for NEO aircraft.
Notes:
1. GoFirst is currently approved for 90 min maximum time diversion.
2. GoFirst CEO aircraft are currently not approved for EDTO operations.

Fig 1: Maximum Diversion Distance

e) EDTO Entry Point (EEP): The EDTO 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 en- route alternate aerodrome prior to
entering EDTO segment. It marks the beginning of the EDTO segment.

f) EDTO Segment: The EDTO segment starts at the EEP and finishes when the route is back
and remains within the 60-minute area from an en- route alternate aerodrome. An EDTO
route can contain several successive EDTO segments.

g) Equi-time Point (ETP): An Equi-time Point is a point on the route which is located at the
same flying time (in forecasted atmospheric conditions) from two suitable diversion airports.
The ETP position can be determined using computerized flight plan that features such
capability, mathematically or graphically on navigation or plotting chart.

h) Critical Point (CP): The Critical Point is one of the ETP of the route which is critical with
regard to the EDTO fuel requirements if a diversion has to be initiated from that point. The CP

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is usually, but not always (depending on the configuration of the area of operation and of the
weather conditions), the last ETP within the EDTO segment. CP must be carefully determined
by computation and fuel scenario must be computed for each ETP.

i) One-engine-out diversion speed schedule: The one-engine-out diversion speed schedule

is a MACH/IAS combination selected by the operator and approved by the operational
authority. The Mach is selected at the beginning of the diversion descent down to the
transition point where IAS takes over. Thrust is considered at MCT or less on the live engine.

Note: -After the descent when aircraft reaches diversion cruise level, the selected one-engine-
out speed might not be maintained and may be limited to a lower speed due thrust limitation
(MCT). The speed may also increase with fuel burn. However, these facts are not considered
while selecting the speed.

k) GoFirst EDTO Single Engine Speed schedule shall be: -

A. Descent to ceiling/cruising FL:

i) M.78/320 kt /MCT over ocean and plains.

ii) Over mountainous terrain, ceiling shall be compared with MORA. If ceiling is below
MORA, drift down at Green Dot speed shall be conducted till aircraft is clear of
mountain. If ceiling is above MORA, standard descent speed schedule shall be
followed.
B. Cruise: MCT/320 kt (Fixed Speed Strategy)
C. Descent to Landing. IDLE/M .78/300 kt / 250 kt

The company has chosen above mentioned speed schedule to establish the following:
i. Area of operation (FCOM PRO-SPO-40-60 P 2-4/20)
ii. Critical fuel scenario for the single engine diversion (FCOM PRO-SPO-40-60 P5 –
20/20)

j) EDTO Exit Point: The EDTO exit point is the point located on the aircraft’s route, where
aircraft has been flying in an EDTO segment. It enters an area of one hour of flying time, at the
selected one-engine out diversion speed schedule (in still air and ISA conditions) to an en-
route alternate aerodrome. It marks the end of that particular EDTO segment.

k) In-flight Shut Down: When one engine ceases to function in flight and is shut down,
whether self-induced, crew initiated or caused by some other external influence (i.e. IFSD for
all cases, for example: due to flame out, internal failure, crew-initiated shut down, foreign
object ingestion, icing, in-ability to obtain and / or control desired thrust or power, and cycling
of the start control etc.

l) EDTO Configuration, Maintenance and Procedures (CMP) Standards: A document

approved by DGCA/DAW that contains minimum configuration, operating, and maintenance

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 requirements, hardware life-limits, and Minimum Equipment List (MEL) constraints necessary
for an airplane-engine combination to meet EDTO type design approval requirements.

m) Threshold Time: This is the range expressed in time, established by the state of
operator to en-route alternate aerodrome, whereby any time beyond it requires an EDTO
approval from the state of operator. The threshold time for EDTO established by the DGCA is
60 minutes for two engine aircraft operations. Threshold time distance for GoFirst EDTO
approved CEO aircraft is 409 nm and 410nm for NEO. (CEO aircraft are currently not
approved for EDTO operations.)

n) Propulsion System: A system consisting of power unit and all other equipment utilised to
provide these functions necessary to sustain, monitor and control the power/thrust output of
any power unit following its installment on the airframe.

o) EDTO Significant System: An aircraft system whose failure or degradation could adversely
affect the safety peculiar to an EDTO flight or whose continued functioning is specifically
important to a safe flight and landing of an aeroplane during an EDTO diversion.

5. EDTO Area of Operation: The EDTO Area of Operation is the area in which it is permitted to
conduct a flight under the EDTO regulations. It is defined by the declared maximum diversion
distance from an en route alternate aerodrome or set of en- route alternate aerodromes. It is
represented by the area enclosed within the circles centred on the selected en route alternate
aerodrome, the radius of which is the declared maximum diversion distance. The size of area
depends upon:
a) The maximum diversion time
b) The selected one-engine-out diversion speed schedule and
c) The number and location of the selected diversion airports.
d) The area of operation is determined in still air and ISA conditions, considering the relevant
aircraft performance with one engine inoperative, the remaining engine being on MCT or less.
Therefore the area of operation is determined once and does not need to be reassessed for
each flight (considering the en route weather forecast or the aircraft performance depending
on the T/O weight) unless one or more diversion airports happen to be unsuitable.
e) The aircraft performance level considered for the calculation is associated with a unique
aircraft weight, which is called the aircraft reference weight.

Fig 1 Area of Operation

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 EDTO alternate

6. Aircraft Reference Weight: Although FCOM provides data for various aircraft GW at critical
point, it is preferable to select a reference weight. The aircraft reference weight is defined as
the highest of the estimated gross weight value at the critical point of the route being
considered within the given area of operation. GoFirst considers 70t as the reference weight for
both CEO and NEO.

7. Diversion Speed Schedule and Maximum Diversion Distance:

Using the aircraft reference weight and the selected one-engine-inoperative diversion speed
schedule, it is possible to determine the optimum diversion cruise flight level, and the maximum
diversion distance for a given diversion time (FCOM SPO-40-60 P2-4/20). The resulting TAS at
the diversion Flight Level, combined with maximum diversion time approved provides the
Maximum diversion distance as mentioned in the FCOM page stated above.

8. Selection of the Diversion Strategy: The following points should be considered:

a) It must be ensured that the net flight path and net ceiling for the selected EDTO one-
engine-out diversion speed clear any en-route obstacle by the appropriate margin as
applicable.
b) The diversion at high speed will maximize the maximum diversion distance and hence the
area of operation whereas a diversion at low speed will reduce the maximum diversion
distance during the allowed maximum diversion time. But at the same time latter will allow a
higher level- off and will minimize the fuel consumption.
c) Finally, during the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the
authority to deviate from the pre-established one-engine-out diversion strategy.
d) Diversion speed strategies selected vide FCOM PER-OEI-GEN-20 P 2/2 will be considered
for:
i. Establishing the area of operation
ii. Route Structure (To indicate the obstacle to be cleared, if any)
iii. Calculating the single-engine fuel planning
iv. Diversion fuel requirements (Considerations of the same diversion strategy)
v. Conducting the diversion in case of engine failure

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9. EDTO Critical Fuel Planning

(a) General. For dispatching an aircraft for an EDTO flight, the Flight Dispatcher must
determine, for the selected route, both a standard fuel planning as per company fuel policy
and an EDTO fuel planning. The highest of both fuel requirements shall be considered as being
the minimum required block fuel for the flight. Forecast wind and temperature for the flight
must be used for determination of fuel quantity to be carried.

(b) EDTO Critical Fuel: The EDTO regulations define a fuel quantity called critical fuel i.e. fuel
from departure to ETP and fuel from ETP to diversion airport. Three scenarios are taken into
account for the diversion. These scenarios are to be computed for all ETPs. The scenario
resulting in the highest fuel requirements is referred to as the EDTO critical Fuel Scenario and
the associated Minimum block fuel requirement is referred to as the EDTO critical fuel.

i. Scenario I: Assuming a rapid decompression (FL 100 or MORA at LRC)

ii. Scenario II: Assuming rapid depressurization + Engine failure (FL 100 or MORA) at
the approved speed strategy (0.78 M/320 kt).
iii. Scenario III: Assuming an engine failure (Opt Diversion FL) at the approved speed
strategy. (0.78 M/320 kt).

Note: Of the three scenarios, No 3 is never limiting. Ordinarily, it should be correct to

consider only the first two. However, it may be prudent to show all three in the flight plan.

(c) Components of EDTO Fuel Planning (Critical Fuel): In each scenario, critical fuel is made up
of two components:
i. Standard fuel scenario from the departure airport to the CP.
ii. Diversion Fuel from CP to selected enroute alternate.

The constituents of Diversion Fuel in each of the three scenarios are summarized in the following
table:

Fuel Qty for 1. Rapid 2. Rapid 3. OEI

Decompression Decompression +
OEI
Descent to Cruising Rapid descent at Rapid descent at Normal descent or Drift
MMO/VMO, Idle, MMO/VMO, Idle, speed Down to FL 160/170
speed brakes extd, to brakes extd, to FL 100
FL 100 or MORA or MORA
Cruise Cruise at LRC Cruise at 320 kt Cruise at 320 kt
Descent to Land Normal Descent to 1500 ft Normal Descent to 1500 ft Normal Descent to 1500
ft
Hold 15 min at GD speed 15 min at GD speed 15 min at GD speed
Approach and Inst Apch & Ldg Inst Apch & Ldg Inst Apch & Ldg
Landing
Others 5% Wind Factor; Icing 5% Wind Factor; Icing 5% Wind Factor; Icing
effect; DSR Factor, effect; DSR Factor, effect; DSR factor;
MEL/CDF factor, if any MEL/CDF factor, if any APU Fuel during OEI,
MEL/CDF factor, if
any

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 Note: Highest of the three scenarios is used to determine EDTO Critical Fuel.

a) Fuel for icing conditions if forecasted. Greater of the following is considered:

i. 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).
ii. Fuel for engine anti-ice and if appropriate wing anti-ice, for the entire time during
which icing is forecast.

10. Enroute Alternate Aerodrome Planning Minima for Dispatch

To ensure that an adequate margin of safety is observed in determining whether or not an
approach and landing can be safely carried out at each alternate aerodrome, appropriate
incremental values as applicable for any other flight in accordance with Table 9 of CAR 8-C-I for
height of cloud base and visibility should be added to the established aerodrome operating
minima.
Note1: Alternate aerodrome operating minima is to be used only as a planning tool for dispatch of
a flight. After commencement of flight, the authorized DA/H or MDA/H for the approach and
associated visibility/RVR may be used.
Note 2: In the context of the Table, ‘different’ runway is any runway with a different runway
number and can be different ends of the same runway.”

11. Minimum Equipment List (MEL)

Company MEL is based on the Master Equipment List (MMEL) established by the Airbus. The
MEL has been approved by the DAW and includes the required additional restrictions for EDTO
operations.
List of systems considered having fundamental influence on flight safety and list of equipment
whose failure is not acceptable for EDTO operation is given. It may be noted that CDL is a part of
Flight Manual and is approved by DGCA. At the time of dispatch, it is important that the MEL is
carefully and thoroughly checked with particular emphasis on occasions when combination of
in-operative equipment is involved.

12. Flight Dispatch Procedures

a) Dispatching an EDTO flight is basically processed as a normal flight but with some
additional specific aspects related EDTO operations. The success of EDTO operations is
essentially dependent on the quality of the flight preparation. Therefore, a successful EDTO
flight preparation is achieved by collecting, processing and transmitting to the flight crew all
relevant information to safely and economically conduct the flight.
b) Flight Dispatch Requirements: All relevant information should be made available to the
dispatch office without delay in order to avoid re-routing the flight at the last minute
whenever limitations are effective. The dispatcher should be aware of all information, which
could result in operational limitations. This information can then be transmitted to the flight
crew.
c) It is therefore necessary that the maintenance department issue an EDTO release
statement for each aircraft to be operated, to inform the dispatcher and the crew on the

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 aircraft status with regard to CMP document at the latest revision. In such an occurrence a
flight plan re-routing may have to be considered. Also MEL and CDL items can introduce
dispatch requirements and / or limitations (e.g. additional fuel factors).
d) Therefore to ensure the success of the EDTO operations it is important to have appropriate
co-ordination between the dispatch and the maintenance teams/MCC.
e) Flight Crew Documentation: During the flight preparation, dispatch office will collect and
process relevant information and will present the following document:
(i) En-route Chart: Indicating EDTO area of operation that if re-routing required by ATC or
commander does not involve deviation from the authorized area of operations.
(ii) CFP: Must indicate en-route alternates, the authorized EDTO diversion time (under
which the flight is dispatched) EEP, ETP & CP. In the absence of CFP, manual FP for the
route must be prepared.
(iii) Fuel Calculation: For each ETP to associated diversion airports using different scenario
(iv) Wx Information: Wx forecast for period of validity; TAF and METAR for destination,
destination alternate and en-route alternate; Significant Wx charts specially to indicate
turbulence & icing conditions and Wind and temp forecast for FL 100.
Note: The PIC should have access to the weather and status of services and facilities at all en-route
alternate aerodromes with weather better than company minima apart from the designated
EDTO alternates along the planned route that could be used for diversion before accepting the
flight release.

f) Flight Crew Briefing: Flight crew documentation must be reviewed with following
documents:
i. NOTAMS
ii. En – route charts
iii. Alternate airports
iv. Met forecast
v. ATC flight plan
vi. Any particular diversion strategy
vii. Communication and navigation-aid briefing
viii. Flight plans; CFP routing with ATC FP, ETD, ZFW / TOW / FOB etc.

g) ETPs
ETPs are calculated on the OFP between a pair of two en-route airports considering the
forecast winds. If a diversion is affected on this ETP it would take equal amount of time to
reach either of the airports irrespective of their distances from the ETP. The ETPs are defined
to serve two purposes:

i. Dispatch use: for computation of the diversion fuel.

ii. In flight use: for diversion decision making

h) Operations Flight Watch

Flight Dispatch should monitor the conditions on route and keep the PIC informed of any adverse
development which may require the aircraft to return to departure airfield or land safely at the

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 closest available airfield. This can happen when the designated EDTO alternate airfield becomes
non-available due to meteorology/other conditions.

i) In-flight forecast monitoring: The applicable en-route minima at each alternate airport
(ceiling & visibility) for en-route diversion decision making are the normal company minima.
Flight dispatch should keep the PIC informed of any significant changes at designated en route
alternate aerodromes.

j) Prior to EDTO entry point : Forecast weather, aircraft status, runway surface conditions,
LDA, aerodrome services and facilities at en-route alternate must be evaluated. If any
conditions such as weather forecast below landing minima which would preclude safe
approach and landing, then the pilot should take an appropriate course of action. As pilot may
not be able to obtain weather / NOTAM information during the flight, dispatch officer
therefore must provide such information to the PIC by ACARs.

k) Post Flight: Aircraft movement should be watched through company radio/ACARS.

Dispatch report must be raised if any emergency has been experienced. Obtain debriefing
from the PIC on the flight conditions. Maintain an accurate flight log.

13. Flight Procedures for operating EDTO Flight

a) All EDTO operations should be conducted in accordance with the policies and procedures
contained in the SOM, FCOM and supplementary procedures as applicable. Additional
emphasis is required on the following aspects for efficient EDTO operations:

b) Aircraft Technical Log: Flight crew should study the limitations/requirements of EDTO on
MEL (s) and review the aircraft status. Commander should ensure that engineering personnel
have completed the EDTO serviceability check.
c) Documentation and CFP: En-route charts and approach plates must be studied including
the EDTO flight plan with an emphasis on FOB, alternate airport and area of operations.

d) EDTO WX Minima: Ensure en-route alternate suitability for a period of validity (Earliest
time of landing to latest time of landing at the airport)
e) Fuel Uplift: EDTO critical fuel scenario must be compared with the standard fuel planning
and the higher of the two to be retained as Block fuel for the flight.
f) Prefight Cockpit preparation:

i. FMS Preparation: As per SOP

ii. Enter EEP, ETPs, CP and EXP coordinates as per CFP on to the FMS.

g) In-flight EDTO Procedures

i. Awareness of system failure impacting EDTO operations

ii. Critical fuel scenario must be monitored

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 iii. Prior to Entering EDTO Segment: The EEP is a significant distance from the point of
dispatch. Therefore, 10 minutes before reaching the EEP point, check the following:
a. Systems checks vide SOP
b. Weather at alternate should be above normal company minima. If weather
forecast is lower than the normal company minima then re-routing / turn back is
required.
c. If PIC becomes aware of a potential weather problem prior to the airplane entering
the EDTO stage of the flight, the rule allows the operator to designate a different
alternate airport at the EEP in order to continue the flight. The maximum diversion
time to the newly selected EDTO alternate must not exceed the authorized EDTO
maximum diversion time.
d. Aircraft is not required to turn back once the flight has gone beyond the EEP if any
unexpected worsening of the weather at the designated EDTO alternate drops below
operating landing minima (or any other event occurs that makes the runway at the
airport unusable)
e. Communication capability should be checked
f. Distance and required fuel to the next alternate must be checked.
g. Crossing ETPs: Actual weather, distance and fuel to diversion airport must be
checked against the values given in the OFP.
h. Crossing EDTO Exit Point: Actions vide SOP.

iv) Post Flight: Dispatch must be advised of any fuel planning short falls and any
failures which may affect subsequent EDTO flights.

14. Diversion Decision Making

In case of diversion, deal with the emergency as with any other (Non-EDTO) diversion situation.
Decision for diversion depends on the following: -

a) Weather Minima at diversion airport going below the company minima before reaching
EEP or airport becoming unsuitable for any reason.
b) Loss of RVSM capability before entering EDTO segment.
c) Failure cases requiring diversion to the nearest airport (cases leading to a LAND ASAP
message on the ECAM and/or in the QRH)
d) Excess fuel consumption (Failure cases resulting in increased fuel consumption exceeding
the available fuel reserves)
e) In case of cargo fire, diversion to the nearest suitable airport is mandatory whatever is the
performance, in terms of protection time of the fire extinguishing system.
f) If crew falls below minimum legal compliment (pilot incapacitation)
g) Technical criteria governing a diversion decision, guidelines and additional diversion
procedures required for EDTO flights are given in FCOM PRO-SPO-40-40 P 1-2/2.

15. EDTO Regulations

a) Aircraft Certification: The type design requirements for EDTO certification consider the
probability of occurrence of conditions that would reduce the capability of the airplane or the
ability of the flight crew member to cope with an adverse operating condition.

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b) System failures or malfunctions occurring during extended range operations could affect
flight crew member workload and procedures. Therefore crew work load, operational
implications, and the crew’s and passengers’ physiological needs during continued operation
with failure effects are considered.
c) Propulsion system reliability or the In-flight Shutdown (IFSD) Rate is the most vital aspect
of EDTO and must be sufficient to ensure that the probability of an engine failure is lower than
defined limits. Maximum number of IFSD per 1000 engine hours determines the maximum
diversion time. Currently, 120-min is the maximum diversion time approved for A 320 aircraft
and maximum IFSD for this is 0.05 per 1000 hours. These IFSD rates are the ones to be
achieved by the world fleet in service experience of 250,000 hours for a particular airframe /
engine combination.
Company is required to monitor its fleet average IFSD rate. It should establish firm criteria
regarding the actions it will take when it detects adverse trends in propulsion system
conditions.
Following requires review periodically:
i. IFSDs.
ii. Diversions and turn backs for failures, malfunctions, or defects associated with any
EDTO Significant Systems.
iii. Un-commanded power or thrust changes or surges.
iv. Inability to control the engine or obtain desired power or thrust.
v. Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.
vi. Failures, malfunctions or defects associated with EDTO Significant Systems.
vii. Any event that would jeopardize the safe flight and landing of the airplane on an
EDTO flight.
viii. Start and run capability of APU. For in-flight reliability check, Engineers have
been directed to provide the necessary form to Captains operating ETDO certified aircraft.
Whenever you are approached by the Engineers for this purpose, your cooperation is
necessary. Please restart APU during cruise just short of TOD in order to check its
functioning after prolonged cold soaking. Record the requisite information in the form and
hand over the form to Engineer after landing.
ix. If Company has an unacceptable IFSD rate or EDTO system failure attributed to
maintenance or operational practices, DGCA may limit or suspend EDTO. Company will be
required to develop a verification programme to correct IFSD cases and EDTO significant
failure causes acceptable to DGCA. So that an aircraft not fit for EDTO operations is not
dispatched and centralized maintenance control is required for EDTO.
x. Aircraft EDTO capability is declared in AFM or type certification data sheet or
supplemental type certification (STC)

d) Operational Approval to Airline: - While according operational approval, regulatory body

considers the following points –
i. Flight Operations and procedures
ii. Aircraft maintenance and MEL compliance to CMP standards for EDTO.
iii. Dispatch practices
iv. EDTO training (Operations staff and Pilots)
v. Performance calculations (EDTO Diversion Strategy)

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 vi. Fuel required policies.
vii. Operational approval cannot exceed the type design certification status.
viii. DGCA will also consider the following while giving in-service approval to GoFirst:
a. Proposed area of operation
b. Company’s demonstrated ability to successfully introduce aircraft into operations.
c. Quality of maintenance and operations programs.
d. An aircraft can be dispatched for an EDTO flight only if a formal maintenance
“Release for EDTO” has been entered in the aircraft log book.

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16. Systems considered to have a fundamental influence on flight safety (CAR 8-S-I, Rev 1)
EDTO Significant Systems

a) EDTO significant systems may be the aeroplane propulsion system and any other aeroplane
systems whose failure or malfunctioning could adversely affect safety particular to an EDTO
flight, or whose functioning is specifically important to continued safe flight and landing during
an aeroplane EDTO diversion.

b) Many of the aircraft systems which are essential for non-extended diversion time
operations may need to be reconsidered to ensure that the redundancy level and/or reliability
will be adequate to support the conduct of safe extended diversion time.

c) The maximum diversion time should not exceed the value of the EDTO significant system
limitation(s), if any , for extended diversion time operations identified in the Aeroplane’s Flight
Manual directly or by reference, reduced with an operational safety margin, commonly 15
minutes, specified by the DGCA.

The CAR describes the following as significant systems: -

a) Electrical, including battery,

b) Hydraulic,
c) Pneumatic,
d) Flight Instruments,
e) Fuel,
f) Flight Control,
g) Ice Protection,
h) Engine start and ignition,
i) Propulsion system instruments, m
j) Navigation and communications,
k) Auxiliary power unit,
l) Air conditioning and pressurization,
m) Cargo fire suppression,
n) Emergency equipment, and
o) Any other equipment necessary for EDTO.

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17. List of “No Go” equipment whose failure is not acceptable for EDTO
operation (Use for reference only. For actual ops, consult MEL)

Sl No ITEM No. Description

Air Conditioning System
1 21-31-01A Automatic CPC1 Inop
2 21-52-01 Air conditioning pack
3 21-55-01B Emergency ram air inlet – Non-pressurized Flight
4 21-63-04A Air conditioning system controller Channel
Automatic Flight
1 22-05-01B AP related one indication on both FMA
2 22-10-01B Both AP Inop
3 22-10-06 AP disengagement warning
4 22-70-01A FMS 1 Inop with IRI (Nav mode) or GPS1 Inop
5 22-70-01C FMS 1 Inop
6 22-81-03-01A FCU Channel
7 22-81-03-01B FCU Channel – see conditions for dispatch
8 22-82-01A MCDU Inop
9 22-83-01A FMGC 1 Inop
Communication
1 23-10-01A HF Inop –VHF Available
Electrical
1 24-22-01A AC Main Generation
2 24-23-01A AC Auxiliary Generation
3 24-23-01B AC Auxiliary Generation – EDTO 120-min – APU Gen pb-sw set
to OFF. Not to exceed 120 min.
4 24-23-01C AC Auxiliary Generation Deactivated or Removed
5 24-24-02 RAT Extension Auto Control
6 24-24-03 RAT Extension Manual Control
7 24-32-01 A & B DC Generation TR1 or TR2 Inop
8 24-38-02A Battery Charger Limiter (BCL)
Emergency Equipment
1 25-65-04 One Survival Kit ELT Inop
Fire Protection
1 26-01-01-04B Five or more bulbs or LEDs Inop in APU FIRE PUSH pb-sw
2 26-13-01C APU Fire Detection Loops – Both Inop
3 26-15-01A Avionics Smoke Detection System
4 26-23-01C Cargo Agent Bottle
5 26-23-04B Squib of FWD Cargo Bottle 2
6 26-23-05B Squib of Aft/Bulk Cargo Bottle 2
Flight Controls
1 27-22-01A Rudder Trim System 1 Inop
2 27-40-02B Stabilizer Actuator Electric Motor Inop
3 27-93-01A ELAC 1
4 27-94-01A SEC 1
…….. Continued to next page

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Sl No ITEM No. Description
Fuel
1 28-07-04-03A *Cross-feed Valve Indication on FUEL SD page
2 28-07-04-03AB *Cross-feed Valve Indication on FUEL SD page may be Inop if
cross-feed valve is checked before each flight
3 28-22-01A APU Fuel Pump
4 28-22-01B 120-min EDTO Flight- may be Inop for four flights
5 28-50-01A Fuel Quantity Indication Computer (FQIC) Channel
Ice and Rain Protection
1 30-01-01-03B Anti-ice ‘arrow’ symbol on BLEED SD page
2 30-09-01B Associated ENG 1 (2) A-ICE MON FAULT subtitle on EWD
3 30-11-01B Wing A-Ice control valves – Inop in closed position
4 30-21-01A ENG A-ice valve – one or two Inop in closed position on same
eng
Landing Gear
1 32-31-02A Landing Gear Retracting System
2 32-33-01A Landing Gear Gravity Extension System
Navigation
1 34-05-08A Altitude Indication on PFD
2 34-30-04A ILS 1 Inop
3 34-50-04A DME 1 Inop
4 34-50-05A VOR 1 Inop
Pneumatic
1 36-11-01A *Eng Bleed Air Supply System
2 36-11-01B *Eng Bleed Air Supply System- one may be inop for one flight
3 36-11-01F Eng Bleed Air Supply System – Altitude Limit 31,500 ft - one
may be inop for one flight
4 36-11-08A Bleed Monitoring Compute (BMC) Inop with APU bleed check
valve replaced by blanking cap
5 36-11-08F Bleed Monitoring Compute (BMC) Inop with no icing condition
6 36-11-08G Bleed Monitoring Compute (BMC) Inop with APU bleed check
valve checked operative
7 36-12-02B APU Bleed Valve Inop in Open Position
8 36-12-08C APU Bleed Valve Inop in Open Position – may be inop for EDTO
up to 120 min
9 36-22-03 B&C APU Leak Detection Loop
Power Plant
1 49-10-01B APU – four EDTO flights up to 120 min permitted
2 49-10-01C APU deactivated – no EDTO
Engine Fuel and Control
1 73-07-01B Fuel Used indication on ENGINE SD page – both Inop
2 73-09-05C Eng 1 (2) HEAT SYSTEM DEGRADED alert – one or both sides
affected
…….. Continued to next page

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 Ignition
1 74-31-01A
Engine Indications
1 77-07-02-05B
2 77-07-06B
Oil
1 79-07-02A
2 79-07-02B
3 79-07-02C
4 79-07-05A
Ignition System A
N1 vibration indication on ENG SD page
N2 vibration indication on ENG SD page – both inop.
Oil pressure indication and advisory on ENG SD page.
Associated thrust reverser checked operative
Oil pressure indication and advisory on ENG SD page.
Associated thrust reverser considered inoperative
Oil pressure indication and advisory on ENG SD page
Eng 1 (2) OIL SENSOR FAULT alert – no oil filter change (with
filter change can dispatch)

ADDITIONAL EUIPMENT: EDTO/EXTENDED FLIGHT OVER SEA

18. GoFirst EDTO sectors are generally oceanic. Provisions of extended flight over water apply
in such cases.

19. Additional Equipment is as follows: -

a) Slide raft in place of escape slide on all main door locations

b) Additional Survival Kits (qty 4) for each raft.
c) Additional raft in aft galley Extended Flight over Water > 200nm
d) Additional portable ELT in cabin for over water operation.
e) For cargo fire protection a 2nd 630 cu in capacity fire extinguishing bottle with flow meter
system installed.
f) Provision of installation of Automated External Defibrillator (AED). CAR 2-X-3; 5.2.1 All
Scheduled Airlines operating transport category aircraft when engaged in International
commercial flights of duration more than 2 hours shall carry Automated External
Defibrillators.

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