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An EROPS area of operation shall be considered to be any geographical area where, at any point on the planned route, the aircraft will be more than ___ from an adequate airport at the single-engine drift down speed and altitude in still air.
60 minutes (AFMAN 11-2EAV3 5 FEBRUARY 2020 9.6)
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The C-40 is considered ___ EROPS compliant.
180 minutes (AFMAN 11-2EAV3 5 FEBRUARY 2020 9.6.3)
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Initiate CPDLC ___ prior to oceanic entry.
15-45 minutes (AFMAN 11-2EAV3 5 FEBRUARY 2020 9.7.4.2)
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Dispatchers will attempt to identify EROPS alternate airfields with weather conditions forecasted to be at or above the following conditions:
Airport with at least one operational approach:
Airport with at least two operational navigational facilities, each providing a straight-in approach to different suitable runways:
For airports with at least one operational approach: Add 400 ft. to the MDA or DA and add 1sm to the charted landing minimum
For airports with at least two operational navigational facilities, each providing a straight-in approach to different suitable runways: Add 200 ft. to the higher DA or MDA and add 1/2sm (FOM CH 9)
Winds plus gust must be forecast to be within operating limits
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Procedure for loss of air/ground communications in the NAT region
Equipment Failure before receiving an oceanic clearance: Divert or fly the flight plan route, speed and initial planned oceanic level to landfall. DO NOT CLIMB.
Blackout encountered (in an HF comms Domestic ATC environment) before receiving an oceanic clearance: Continue at Domestic cleared level and follow flight planned route and speed to landfall.
Equipment Failure or Blackout after receiving an oceanic clearance: Fly that clearance to landfall.
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Contingency procedure (until a revised clearance can be obtained)
Leave the cleared route or track by initially turning at least 30 degrees to the right or to the left, in order to intercept and maintain a parallel, same direction track or route offset 9.3 km (5.0NM).
Maintain altitude if possible. If not possible to maintain altitude: Once established on a parallel, same direction track or route offset by 9.3 km (5.0 NM), either:
a) descend below FL 290, and establish a 150 m (500 ft) vertical offset from those flight levels normally used, then proceed as required by the operational situation or if an ATC clearance has been obtained, proceed in accordance with the clearance
b) establish a 150 m (500 ft) vertical offset (or 300 m (1000 ft) vertical offset if above FL 410) from those flight levels normally used, and proceed as required by the operational situation, or if an ATC clearance has been obtained, proceed in accordance with the clearance.
(NAT Doc 007)
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Weather deviation procedure if a revised clearance cannot be obtained:
For deviations of less than 9.3 km (5 NM) from the originally cleared track or route remain at a level assigned by ATC;
For deviations greater than 9.3 km (5 NM) from the originally cleared track or route, when the aircraft is approximately 9.3 km (5 NM) from track or route, initiate a level change in accordance with Table 13-1;
If the pilot receives clearance to deviate from cleared track or route for a specified distance and, subsequently, requests, but cannot obtain a clearance to deviate beyond that distance, the pilot should apply a 300 ft vertical offset from normal cruising levels in accordance with Table 13-1 before deviating beyond the cleared distance.
When returning to track or route, be at its assigned flight level when the aircraft is within approximately 9.3 km (5 NM) of the centre line
(NAT Doc 007)
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Required ramp fuel for EROPS capable aircraft:
Block to block fuel must be greater than or equal the fuel required to fly to the ETP, experience a loss of cabin pressure, and proceed from the ETP to a recovery field at 10,000 feet or 13,000 feet (if sufficient crew oxygen is available) (T-2). If extra fuel is necessary, it is added and identified extra. (AFMAN 11-2EAV3 5 FEBRUARY 2020 14.7)
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Unless providing position reports via ADS-C, if the estimated time for the ‘next position’, as last reported to ATC, has changed by____, a revised estimate must be transmitted to the ATS unit concerned as soon as possible.
Three minutes or more
(NAT Doc 007)
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EROPS critical fuel scenario:
Critical Fuel Required represents the most critical diversion situation whereby a cabin decompression occurs at the most critical point. The aircraft is drifted down to a 10,000 feet cruising altitude, within the limitations of the oxygen supply system, and is flown directly to the EROPS alternate
(FOM)
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Forecast weather conditions for LSAF/FSAF ETP calculation (ETA from the ETP/DF +/- 1 hour) will meet or exceed the following weather requirements:
Meet or exceed minimums for the lowest compatible approach or 500/1, whichever is greater (T-2). CFPs should plan to arrive overhead at the recovery location with 0+30 minutes reserve fuel. Additional fuel (e.g. descent, approach and landing) may be required, based on mission requirements. (AFMAN 11-2EAV3 5 FEBRUARY 2020 14.5)
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EROPS critical fuel required must be the greatest of the following:
Loss of one engine at the most critical point followed by a descent to the one engine inoperative driftdown altitude and speed, or
Loss of one engine and rapid decompression at the most critical point followed by a descent to a safe altitude in compliance with the aircraft’s oxygen supply system, or
All engine operating rapid decompression at the most critical point followed by a descent to a safe altitude in compliance with the aircraft’s oxygen supply system.
Upon reaching the alternate, hold at 1,500 feet above field elevation for 15 minutes and then conduct an instrument approach and land.
(FOM)
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Check the fuel crossfeed valve during
_____ on an EROPS leg.
During the last hour of cruise (FCOM SP 1.8)
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