If I read the last map correctly, all the city pairs shown go through non-ETOPS areas. Yes, I realize those are not actual flight paths, but my question is:
ppragman cited:
If I read the last map correctly, all the city pairs shown go through non-ETOPS areas. Yes, I realize those are not actual flight paths, but my question is:
Do they have to fly a flight path that keeps them within the ETOPS distances?
Maybe the new phrase is: 'Engines Turn Or People Sink.'
*looks to the right* @dasleben does this look legal or should we start filling out the ASAP before we land?
I would say the one big "gotcha" I've seen, which is totally legal, is ETOPS 180 over the Atlantic when it's not needed. They seem to plan it 180 at least 90% of the time, even when all the approved ETOPS alternates are open. I've been 300 miles from Kef (which is VFR), and 1000+ miles from Shannon, and the paperwork says we're continuing to Shannon if we pop one.
Seems to me they should use the lowest ETOPS divert time required for each particular route (usually 120 for the Atlantic), then increase to 180 if the alternates are down.
But, I'm just a mushroom.
Hopefully.This is all a mystery. I'm sure they'll tell me all about it.
ETOPS = Engines Turn Or Passengers Swim
Agreed, but a big part of ETOPS certification criteria is fire suppression capability.I wouldn't want to be 5.5 hours from the nearest airport and have a baggage fire start.
Hopefully.
Agreed, but a big part of ETOPS certification criteria is fire suppression capability.
Agreed, but a big part of ETOPS certification criteria is fire suppression capability.
dasleben said:I would say the one big "gotcha" I've seen, which is totally legal, is ETOPS 180 over the Atlantic when it's not needed. They seem to plan it 180 at least 90% of the time, even when all the approved ETOPS alternates are open. I've been 300 miles from Kef (which is VFR), and 1000+ miles from Shannon, and the paperwork says we're continuing to Shannon if we pop one. Seems to me they should use the lowest ETOPS divert time required for each particular route (usually 120 for the Atlantic), then increase to 180 if the alternates are down. But, I'm just a mushroom.
Yes. Though, main deck suppression is a good question in terms of a lithium fire (we know how that ends...).Even in cargo aircraft?
Do they have to fly a flight path that keeps them within the ETOPS distances?
I would say the one big "gotcha" I've seen, which is totally legal, is ETOPS 180 over the Atlantic when it's not needed. They seem to plan it 180 at least 90% of the time, even when all the approved ETOPS alternates are open. I've been 300 miles from Kef (which is VFR), and 1000+ miles from Shannon, and the paperwork says we're continuing to Shannon if we pop one.
Seems to me they should use the lowest ETOPS divert time required for each particular route (usually 120 for the Atlantic), then increase to 180 if the alternates are down.
But, I'm just a mushroom.