NOTAM NameC - LATAMv General Operations Procedures
NOTAM Creation Date2018-10-18
NOTAM Publish Date2018-10-18

NOTAM C - LATAMv General Operations Procedures Regarding ENGINES/ETOPS


LATAMv operations bulletin on Energy Resources Management

1) IDLE, Single Engine Taxi, Energy Resources Safe Procedures 

2) Etops Procedures

3) Noise Abatement (TBA)

Reverse use in IDLE for dry tracks: 

This procedure will be applied to tracks where Landing Distance Available (LDA)
is greater than or equal to the one defined in the table below:

EQPT Available track length (LDA)
A319 / 320                         ≥1,900 m
A321                                  ≥2,500 m
A359 / A330 / A340           ≥2,500 m
B77W / B77F                     ≥2,500 m
B76W / B788/ B789           ≥ 2,500 m

In a track with low coefficient of friction and / or wet runway, the use of reverse maximum is compulsory, regardless of its length.
The commander, when he deems it necessary, may use reverse at most in any situation.

Taxi in single engine:

The single-engine taxi-in procedure shall be carried out after the start of the APU, such as SOP / NP.
When the landing is performed with IDLE reversals, the cooling down of the engines not necessary, allowing the motor to be cut off.

Operational constraints 

The taxi in single engine procedure shall not be carried out in the following cases:

- Overweight landing;
- Slippery taxi lane;
- Contaminated taxiway;
- Conditions of low visibility;
- taxi rank with positive gradient;
- APU inoperative; or
- When the master considers that he will not be relevant due to loadwork after landing.

The engine cut-off shall be performed while the aircraft is at or taxi straight.

If necessary, during a single-engine taxi, the commander may again the engine to continue the taxi to the stop position.


Taxi Out - Phase of the flight between the engines lighting on and aircraft line up on departure.

Taxi In - Phase of the flight between aircraft landing and parking to the final stop position.

APU activation, after the landing, will be into 01 min before reaching the final position if engine # 2 has not been cut during taxi in.

APU Bleed shall must be ON only when engines turns off after landing.

OFF packs on takeoffs:
ALL takeoffs will be performed with the packs off (PACKS OFF), following the provided in the SOP / NP / FCOM of each equipment

For Airbus:
Select PACK 1 ON after CLB thrust reduction.
Select PACK 2 ON after flap retraction.
Side note: 1. Selecting pack ON before reducing takeoff thrust would result in an EGT increase.
2. PACK 2 may be selected earlier, but not sooner than 10 s after PACK 1 is selected ON, for
passenger comfort.
3. If packs are not switched ON after the takeoff phase, ECAM caution will be triggered. 

2) ETOPS Procedures - Approved Airports
«On: June 20, 2015, 08:14:36 ​​pm»

According to the General Operations Manual (FCOM) and the LATAMv MRI (International Route Manual), ETOPS operations should consider the following appropriate Aerodromes and may be designated as ETOPS alternative:

SBFZ - Fortaleza
SBSG - Natal
SBRF - Recife
GVAC - Sal
GCTS - Tenerife South
GOOY - Dakar
GCLP - Gran Canaria
GBYD - Banjul
LPLA - Lajes
GQPP - Novadhibou

EBBR - Brussels
LPPT - Lisbon
LIMC - Milan Malpensa
LEMD - Madrid Barajas
LEBL - Barcelona
LEZL - Sevilhe

MMCZ - Cozumel
MROC - San Jose / Costa Rica
MSLP - San Salvador / El Salvador
MPTO - Panama / Tocumen
KATL - Atlanta

MMMX - Mexico City
KMCO - Orlando
KMIA - Miami
CYYZ - Toronto Pearson
KJFK - New York Kennedy
MMUN - Cancun

SACO - Cordoba
SPIM - Lima
SVMI - Maquietia
SKBO - Bogota
SEQU - Quito
SAAR - Rosario
SAZS - Bariloche
SLLP - La Paz
SLVR - Viru Viru
SBBR- Brasilia
SBEG - Manaus
SBFZ - Fortaleza
SBCG - Campo Grande
SBCY - Cuiabá

Type of Aircraft vs. Maximum Offset Distance 

A330-200 844 NM 1259 NM
A350-953 854 NM 1273NM
B767-300 867 NM 1293 NM
B777-300 865 NM 1291 NM

Critical Fuel Reserves:

In the calculation of critical fuel reserves, the amount of fuel required to fly to the critical point shall be determined and a deviation to the appropriate alternative shall be determined in accordance with the paragraph Critical Fuel Scenario. This critical fuel reserve shall be compared to the requirements for a normal flight in accordance with RBHA 121. If it is determined in this comparison that the fuel required to meet the critical fuel scenario shall be greater than the fuel that should be in the aircraft to the most critical point, then additional fuel must be included in the amount needed to safely meet the critical fuel scenario.

In consideration of the items listed in the critical fuel scenario you should take into account:
• Fuel needed from the most critical point of the route until the end of the descent to the alternate airport (eg 1500ft), considering the individual performance factor of each aircraft (suggested by SITA, asm with double check and responsibility of the Flight "COMMANDER", observing the limitations contained in E-FOQA);
• The characteristic 5% contingency added to the fuel consumed from the critical point to consider errors in the wind forecast;
• 5% penalty on fuel consumption (instead of calculated value, due to deterioration caused by in-service wear, cruise consumption);
• 15 minutes standby at 1500 ft in "green dot" speed;
• First approximation (IFR) / Rush / second approach
• Effects of any MEL or CDL item, where applicable;
• If severe ice conditions are anticipated:
a) Effects of EAI ("engine anti-icing ") and WAI ("Wing Anti-icing") system,
(b) effects of icing on unheated surfaces of the aircraft;
• When available, the weather forecast on exposure in the ice conditions can be considered to reduce the fuel supply.
• Observe FCOM - "One Engine Inoperative Chapter" for applicable fuel factors.

3) Noise Abatement (TBA)