Narrative:

With more familiarity with the sabre flight plans; I have concerns. The new sabre flight plan (ofp) works in conjunction with ETOPS regulations and has some wonderful qualities as well as a few serious deficiencies. To appreciate one serious flaw; it is important to understand the genesis of ETOPS procedures. The federal regulation originally under far 121 and advisory circular 120-42A (december 1988); there were two defined classifications of airports. (1) 'adequate airport' was defined as an airport with facilities that made them an acceptable diversion airport - weather permitting because of runway dimensions; instrument approaches; and airport facilities. There is a catalog of adequate airports for the remote areas we transit. There is no guarantee of acceptable weather conditions at adequate airports. (2) 'suitable airport' was an adequate airport where a pilot could reasonably expect weather conditions; ceiling; visibility; wind direction and velocity and that would allow the successful completion of an instrument approach. When within 60 minutes of an adequate airport; ETOPS rules do not apply. In remote regions of the world where modern airports are further apart; this policy provides only a potential destination for an emergency diversion. ETOPS rules apply only to flights which are more than 60 minutes from an adequate airport; which then must also be a suitable airport. Twenty years later; AC 120-42B (6/13/2008) eliminated the definition of a suitable airport from its glossary. According to boeing's description; the term 'suitable airport' was replaced with 'ETOPS alternate' which does appear in the newer glossary. There is no mention of decompression alternates; intermediate alternates; or other terminology introduced by sabre. If an aircraft experiences an emergency that requires diversion and the closest adequate airport is continuously within 60 minutes at single-engine cruise speed; the aircraft is now in trouble. The aircraft was not operating under ETOPS rules and the ofp does not identify an ETOPS alternate where it might successfully divert. The aircrew is unable to conduct an instrument approach to that airport since no diversion plan was ever provided. Sabre produces voluminous printed resources - pages of NOTAMS; current and forecast weather; PIREPS; maps; winds aloft; maintenance data; and mind boggling detail at each and every published and computed fix. To absorb all that information would require preflight planning to begin before the information becomes available. However; absent a predetermined diversion plan; it is incomplete. Until now; it had not been a problem because we treated all pacific flights as ETOPS flights shortly after passing over the canadian border going westbound. ETOPS alternates were always identified during pre-flight and ETOPS airport weather conditions updated when entering the ETOPS area. However; the sabre flight plan can create a route to remain within 60 minutes of a series of adequate airports. That flight is only subject to ETOPS rules when it strays out of those 60 minute ranges. The solution for any emergency requiring diversion is to 'land at the nearest suitable airport'. Under the new terminology; that means only an ETOPS alternate. When experiencing a serious degradation of fuel; engine; hydraulics; pressurization; and other aircraft systems; a mere adequate airport is of little or no value. An unsuccessful instrument approach to weather below published minimums will result in either a surface accident or squandering valuable fuel. At 480 KTS TAS; a 60-minute range limit for assigning ETOPS alternates has a short shelf life; particularly if the potential divert field is behind the aircraft. Under the best circumstances; completing the non-normal procedures; establishing communications; and coordinating a plan with ATC and dispatch is time-consuming. When you add to the list the elapsed time attempting to understand and rectify a problem and avoid the diversion; the 60-minute limit becomes irrelevant. The company can unilaterally return to the policy of operating all asian and polar flights with ETOPS dispatch standards and procedures. The aircraft will be operating on the same routes and altitudes and experiencing the efficiencies that sabre provides. However; ETOPS alternates will continue to be provided to the flight crews during flight planning; even if not required by the ETOPS regulations. For standardization; the pacific operation will mirror the atlantic operation where adequate airports are all more than 60 minutes apart and ETOPS procedures are unavoidable.

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Original NASA ASRS Text

Title: B777 Captain laments the lack of ETOPS alternates during pacific flights provided by the Sabre flight planning program due to always being within 60 minutes of an adequate airport.

Narrative: With more familiarity with the Sabre flight plans; I have concerns. The new Sabre Flight Plan (OFP) works in conjunction with ETOPS regulations and has some wonderful qualities as well as a few serious deficiencies. To appreciate one serious flaw; it is important to understand the genesis of ETOPS procedures. THE FEDERAL REGULATION Originally under FAR 121 and Advisory Circular 120-42A (December 1988); there were two defined classifications of airports. (1) 'Adequate Airport' was defined as an airport with facilities that made them an acceptable diversion airport - weather permitting because of runway dimensions; instrument approaches; and airport facilities. There is a catalog of Adequate Airports for the remote areas we transit. There is NO guarantee of acceptable weather conditions at Adequate Airports. (2) 'Suitable Airport' was an Adequate Airport where a pilot could reasonably expect weather conditions; ceiling; visibility; wind direction and velocity and that would allow the successful completion of an instrument approach. When within 60 minutes of an Adequate Airport; ETOPS rules do not apply. In remote regions of the world where modern airports are further apart; this policy provides only a POTENTIAL destination for an emergency diversion. ETOPS rules apply ONLY to flights which are MORE than 60 minutes from an Adequate Airport; which then must also be a Suitable Airport. Twenty years later; AC 120-42B (6/13/2008) eliminated the definition of a Suitable Airport from its Glossary. According to Boeing's description; the term 'Suitable Airport' was replaced with 'ETOPS Alternate' which does appear in the newer Glossary. There is no mention of Decompression Alternates; Intermediate Alternates; or other terminology introduced by Sabre. If an aircraft experiences an emergency that requires diversion and the closest Adequate Airport is continuously WITHIN 60 minutes at single-engine cruise speed; the aircraft is now in trouble. The aircraft was NOT operating under ETOPS rules and the OFP does not identify an ETOPS Alternate where it might successfully divert. The aircrew is unable to conduct an instrument approach to that airport since no diversion plan was ever provided. Sabre produces voluminous printed resources - pages of NOTAMS; current and forecast weather; PIREPS; maps; winds aloft; maintenance data; and mind boggling detail at each and every published and computed fix. To absorb all that information would require preflight planning to begin before the information becomes available. However; absent a predetermined diversion plan; it is incomplete. Until now; it had NOT been a problem because we treated all Pacific flights as ETOPS flights shortly after passing over the Canadian border going westbound. ETOPS Alternates were always identified during pre-flight and ETOPS airport weather conditions updated when entering the ETOPS area. However; the Sabre flight plan can create a route to remain within 60 minutes of a series of Adequate Airports. That flight is only subject to ETOPS rules when it strays out of those 60 minute ranges. The solution for any emergency requiring diversion is to 'Land at the Nearest Suitable Airport'. Under the new terminology; that means ONLY an ETOPS Alternate. When experiencing a serious degradation of fuel; engine; hydraulics; pressurization; and other aircraft systems; a mere Adequate Airport is of little or no value. An unsuccessful instrument approach to weather below published minimums will result in either a surface accident or squandering valuable fuel. At 480 KTS TAS; a 60-minute range limit for assigning ETOPS Alternates has a short shelf life; particularly if the potential divert field is behind the aircraft. Under the best circumstances; completing the non-normal procedures; establishing communications; and coordinating a plan with ATC and Dispatch is time-consuming. When you add to the list the elapsed time attempting to understand and rectify a problem and avoid the diversion; the 60-minute limit becomes irrelevant. The Company can unilaterally return to the policy of operating all Asian and Polar flights with ETOPS dispatch standards and procedures. The aircraft will be operating on the same routes and altitudes and experiencing the efficiencies that Sabre provides. However; ETOPS Alternates will continue to be provided to the flight crews during flight planning; even if not required by the ETOPS regulations. For standardization; the Pacific operation will mirror the Atlantic operation where Adequate Airports are all more than 60 minutes apart and ETOPS procedures are unavoidable.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.