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B2042-0-01-00-1
DEVELOPED/REVISED BY:
Extended-Range
Twin-Engine
Operations
(ETOPS)
01 JUN 2003
COMMENTS:
Generic ETOPS
Coverage
This document is issued on the express condition that any part or all of its content shall not by way of trade
or otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or company without prior
written permission of SIA Engineering Company Limited.
Singapore Co. Regn. No.: 198201025C
COURSE OBJECTIVES
The ETOPS course aims to provide learners with an understanding on
relevant generic knowledge of Extended-Range Twin-Engine Operations or
ETOPS so that they are able to pay special attention to maintenance
requirements unique to ETOPS approved aircraft.
At the end of the course, you will be able to relate to the following aspects:
General Overview on ETOPS
General ETOPS Approval Process
General Maintenance Requirements for ETOPS
ETOPS Regulatory Requirements
Contents
Topic
Pages
....
1 - 11
....
12 - 17
....
18 - 24
....
25 - 38
APPENDIX A
SAR 4.11
....
A1 - A6
APPENDIX B
FAA AC 120-42A Appendix 4
....
B1 - B4
APPENDIX C
JAA GAI-20 ACJ 20X6 Appendix 4
....
C1 - C4
INTRODUCTION
Just imagine you are in a twin-engined aircraft and one of the engines
happens to fail! Can you trust that the other engine will not fail? With
just one engine, the aircraft is to reach an airport with the right landing
requirements. An ETOPS diversion time of 60 minutes means the
twin-engined aircraft must be able to reach, with just one engine, the
nearest airport within ONE hour. If the aircraft is not maintained with a
high reliability in mind, a disaster could happen. Engine is not the only
system that is critical, there are other ETOPS critical system that must
be maintained with a high reliability in mind.
TRAINING SUPPORT
The objective of the course is to familiarise engineering personnel with
rules, procedures and maintenance requirements applicable to
ETOPS.
ETOPS PHILOSOPHY
DEFINITIONS
Definitions related to the philosophy of ETOPS as defined in Civil
Aviation Authority of Singapore (CAAS) Advisory Circular AC-FO 6/00
are as follow:
(a) Aerodrome
(i) Adequate
For the purpose of ETOPS, an adequate aerodrome is an
aerodrome, which the operator and the Authority consider to be
adequate, having regard to the aeroplane performance
requirements applicable at the expected landing weight. In
particular, for a period of 60 minutes before and after the
expected time of use, the aerodrome should:
(ii) Suitable
For ETOPS planning purposes, a suitable aerodrome is an
adequate aerodrome where the weather (ceiling and visibility)
forecast for a period two hours before and after the time of the
intended operation are at or above operating minimas.
(b) Auxiliary Power Unit (APU)
A gas turbine engine intended for use as a power source for driving
generators, hydraulic pumps and other aeroplane accessories and
equipment and/or to provide compressed air for aeroplane
pneumatic systems. The APU must be certified and available for inflight operations.
(c) ETOPS Configuration,
Standards
Maintenance
and
Procedures
(CMP)
assembly
as
supplied
by
the
engine
ORIGINAL REGULATION
ORIGINAL RULE
As early as 1936, the Federal Aviation Administration (FAA) was the
first to restrict operations to an en-route area of operation that was
within 100 miles of an adequate aerodrome.
In those days, 100 miles was about 60 minutes flying time if an engine
was inoperative. The original rule applied to all types of aircraft
regardless of the number of engines.
60 MINUTES RULE
The initial FAA 60 minutes rule was established in 1953. This rule
focussed on the reliability of piston engines. In general, twin-engined
aircraft were restricted to areas of operation defined as 60 minutes
from an adequate airport at the one engine inoperative cruise speed
(under standard conditions in still air). However, the rule was flexible.
It permitted operations beyond 60 minutes if special approval was
obtained from the administrator. There was no regulatory upper limit
for this approval. This special approval was based on the character of
the terrain, the kind of operation, and the performance of the aircraft.
International Civil Aviation Organisation (ICAO) prescribes Standards
and Recommended Practices as the minimum standards applicable to
the Contracting State authorising the Air Operators to conduct
international commercial air transport operations.
The ICAO Standing Committee on Aircraft Performance reviewed
piston engine failure data during 1953. Also in the 1950s, ICAO
published recommendations stating that 90 minutes (two-engine
speed) diversion time was acceptable for all aircraft. Many-non-US
regulatory
authorities
adopted
the
more
flexible
ICAO
recommendations and many non-US airlines started to operate their
twins under this rule.
Until the early 80s, no ETOPS requirement was addressed. The
applicable diversion rule for two engine aircraft was that of the operator
state.
Note: Under FAA rule, for the US operators, maximum diversion time
allowed remained 60 minutes, or greater with special approval.
ORIGINAL REGULATION
NEW RULES
In 1988, the initial FAA Advisory Circular 120-42 was updated to allow
180 minutes ETOPS flight, therefore, AC 120-42 was cancelled and
replaced by AC 120-42A. As early as 1990, a harmonisation process
between the European JAA and the FAA was set up to review the
actual rules but JAA and FAA rules remain distinct.
As a result, JAA issued the GAI-20 (ACJ 20X6) which provides
Temporary Guidance Material for ETOPS Certification and Operation
for JAR OPS.
In March 2000, FAA issued an ETOPS Policy Letter, EPL 20-1 for 207
minutes which is a 15% extension from 180 minutes.
NEW RULES
10
REGULATIONS IN USE
The main regulations in use are:
11
APPROVAL PROCESS
GENERAL
Although engine failure is a critical factor for ETOPS, it is not the only
factor which is seriously considered in evaluating ETOPS.
Some of the other factors are for example:
ETOPS maintenance
Engineering
Reliability program
ETOPS dispatch
Flight operations program
Training
Continuing Surveillance
12
APPROVAL PROCESS
AIRCRAFT TYPE DESIGN APPROVAL PROCESS
GENERAL
The first step in the Approval Process is to determine that the aircraft is
airworthy for ETOPS.
This is done through a special evaluation called ETOPS Type Design
Approval Process.
TYPE DESIGN CONSIDERATIONS
The ETOPS Type Design Approval is granted by the Airworthiness
Authority, from the respective country of aircraft manufacture/design is,
when the special ETOPS Type Design considerations are met.
These considerations include:
13
Note: These considerations are covered in the two phases of the Type
Design Approval under eligibility and capability.
ELIGIBILITY
An aircraft is declared to be eligible for ETOPS if the applicant shows
that the design features of the particular airframe/engine combination
are suitable for the intended operation.
CAPABILITY
An aircraft is declared capable for ETOPS if the applicant shows that
the particular airframe/engine combination can achieve a sufficiently
high level of reliability in service.
Note: The FAA does not distinguish in the wording of Advisory Circular
120-42A between eligibility and capability.
TYPE DESIGN APPROVAL
Upon satisfactory completion of the ETOPS evaluation process, the
ETOPS Type Design will be reflected in the approved Aircraft Flight
Manual and the Type Certification Data Sheet.
Note: This finding does not constitute approval to conduct ETOPS.
OPERATIONAL APPROVAL PROCESS
GENERAL
Aircraft type design approval is a prerequisite to operational approval.
It is necessary that the maintenance and operation experience is
obtained with the airframe/engine combination prior to starting ETOPS.
Note: In the case of Singapore registered aircraft, ETOPS Operational
Approval is issued by Civil Aviation Authority of Singapore
(CAAS) with reference to CAAS AC-FO 6/00 and SAR 4.11.
14
CONSIDERATIONS
To obtain the operational approval process, the operator must
elaborate procedures concerning:
Requesting Approval
Assessment of the Operators Propulsion System Reliability
Engineering Modifications and Maintenance Programme
Flight Preparation and In-flight Considerations
Flight Crew Training, Evaluation and Operating Manuals
Operational Limitations
15
APPROVAL STAGES
GENERAL
Approval will usually be granted in stages. The progression from one
stage to the next will be dependent on the operator providing proof
that:
16
17
ESSENTIAL SYSTEMS
Typically these may include:
CRITICAL SYSTEMS
Critical system is about propulsion system reliability.
18
19
ATA 28 Fuel
Fuel Quality Indicating Computer
Indication on ECAM fuel page, X-Feed
ATA 34 Navigation
Altitude Display
20
ATA 36 Pneumatic
Engine Bleed Air Bleed Supply System
Bleed Valve PRV
Over-pressure Valve
Fan Air Valve (FAV)
Bleed Air Pre-Cooler Exchanger
Intermediate Pressure Check Valve (IP)
High Pressure Valve
ATA 49 APU
APU
ATA 74 Ignition
Ignition System
21
CMP DOCUMENT
GENERAL
The CMP (Configuration, Maintenance and Procedures) document, as
approved by the authorities, defines the standards specifically for
ETOPS. The content of the CMP document is additional to that of
other documents such as AFM, FCOM, MMEL, MPD, IPC etc.
ETOPS STANDARDS
The CMP Document is split into four chapters:
1 Configuration (service bulletins, modifications)
2 Maintenance (maintenance tasks)
3 Procedure (pre-flight/en-route procedures)
4 Dispatch (dispatch criteria)
DISTRIBUTION WITHIN THE AIRLINE
The respective airline departments, which are Flight Operations and
Engineering, extract the relevant CMP content, therefore complying
with the latest ETOPS standards. The CMP document is customised
for the given aircraft/engine combination.
This document is also customised for the airline, and aligned with the
chosen ETOPS rules in the given country, CMP pages are divided
according to each ETOPS relevant ATA chapters.
CMP DOCUMENTATION
Extended-Range Twin-Engine Operations
ETOPS_tm.doc
22
REGULATORY REQUIREMENTS
The following is outlined in SAR Chapter 4.11 para 4:
23
24
REGULATION
All Singapore registered ETOPS aircraft must adhere to maintenance
requirements stated in Singapore Airworthiness Requirements Chapter
4.11 Appendix 1.
Below is the reproduction of the Regulation.
SAR CHAPTER 4.11 APPENDIX 1: ETOPS MAINTENANCE
REQUIREMENTS
1
1.1
1.2
1.3
1.4
(b)
(c)
25
(d)
1.5
(b)
ETOPS Manual
2.1
2.2
3.1
26
4.1
4.2
4.3
4.4
5.1
27
Reliability Programme
6.1
6.2
6.3
(a)
In-flight shut-downs.
(b)
(c)
(d)
(e)
(f)
Aircraft Registration.
(b)
(c)
(d)
(e)
Phase of flight.
(f)
Corrective action.
28
7.1
7.2
Maintenance Training
8.1
8.2
9.1
29
The standard service check is defined by the airline for the normal
operational dispatch.
ETOPS pre-departure service check could either be a separate
document or be incorporated in the standard service check.
30
identical
ETOPS-related
critical
31
MAINTENANCE PROGRAMME
ETOPS MAINTENANCE PROGRAMME
Although similar to the basic continued airworthiness maintenance
programme, the ETOPS maintenance programme for the candidate
airplane is sufficiently different to require separate treatment. It should
ensure that:
Order of
Preference
1
Work Teams
Scheduling of
identical task
at different
maintenance
period by
same or
different work
team
2 different
work teams
3*
System /
component 1
Same/different
crew at different
period
Different LAE
Different
technician
System /
component 2
Same/different
crew at different
period
Different LAE
Different
technician
Same LAE
Different
technician
Additional
Requirements
NIL
NIL
Verification
check required
32
ETOPS maintenance tasks are tasks which are required to assure the
condition of the aircraft and engine systems and equipment for ETOPS.
Note: Task Cards have identification of ETOPS items.
ETOPS maintenance requirements are developed by:
Reliability
tracking
manufacturer)
Regulatory requirements
board
(airframer/authorities/engine
33
34
The ETOPS engine reliability as per SAR Chapter 4.11 Appendix 1 is:
35
Turns downward
Goes below defined reliability target
If an alert is triggered:
36
Aircraft identification
Aircraft systems
(a) time since overhaul
(b) last inspection of defective Line Replaceable Unit (LRU)
Phase of flight
Corrective action
RELIABILITY INDICATORS
Dispatch reliability:
37
38
GLOSSARY
AFM
CMP
ETOPS
FCOM
IFSD
In-Flight Shut-Down
IPC
JIC
MMEL
MPD
MTBF
MTBUR
APPENDIX A
SAR 4.11
Extended-Range
Twin-Engine Operations
EXTENDED-RANGE TWIN-ENGINE
OPERATIONS
(ETOPS)
EFFECTIVE DATE : 15 JULY 2000
REVISION NO : 0 (ISSUE 2)
General
1.1
Type Design
2.1
2.2
2.3
The Type Design Approval for the aircraft does not reflect a
continuing airworthiness or Operational Approval to conduct
extended range operations. An Operational Approval for ETOPS
operation has to be separately obtained from the Authority.
Operational Approval
3.1
Appendix A
A1
3.2
3.3
(a)
(b)
(c)
(d)
(e)
capabilities.
(f)
(g)
standards.
(h)
(i)
Continuing Airworthiness
4.1
4.2
4.3
Appendix A
A2
(d)
chapter.
5.1
Electrical power.
Hydraulic system.
Pneumatic.
Flight instrumentation.
Fuel.
Flight control.
Ice protection.
Engine start and ignition.
Propulsion system instruments.
Navigation and communications.
Auxiliary power-units.
Air conditioning and pressurisation.
Cargo fire suppression.
Emergency equipment.
Engine fire detection and extinguishing systems.
Any other equipment required for extended range twinengine operations.
Aircraft Dispatch
6.1
The operator shall ensure that the aircraft is precluded from
being dispatch for
ETOPS when:
(a)
flight.
(b)
After primary airframe system failure on a previous flight.
(c)
After a replacement of an engine.
(d)
After failure of an engine power control system or
significant adverse
trends in engine performance.
(e)
After any major maintenance work on the aircraft.
6.2
Appendix A
A3
6.3
Aircraft Registration.
Engine identification (position, make and serial number).
Total time, cycles and time since last shop visit.
For systems, time since overhaul or last inspection of the
defective unit.
Phase of flight.
Corrective action.
7.1
7.2
Maintenance Training
8.1
8.2
9.1
Appendix A
A4
Appendix A
A5
Appendix A
A6
APPENDIX B
FAA AC 120-42A
Appendix 4: 75, 120 and 180 min.
ETOPS Maintenance
Requirements
1.
GENERAL. The maintenance program for airplanes used in
75-,120-, and 180-minute ETOPS should contain the standards,
guidance, and direction necessary to support the intended operations.
Maintenance personnel involved in affecting this program should be
made aware of the special nature of ETOPS and have the knowledge,
skills and ability to accomplish the requirements of the program.
a.
(1)
Airplane Suitability. The airframe-engine combination
being submitted for ETOPS consideration will be reviewed by the FAA,
Propulsion System Reliability Assessment Board (PSRAB) and the
responsible type certificate holding office. The FAA will review data
accrued by the world fleet and the operator from operation of ETOPS
candidate airplanes to help establish the operator's capability to
conduct ETOPS operations. This candidate airplane should meet the
requirements of Paragraph 9 of this advisory circular. The FAA will
review data on the airframe-engine combination and identify any
conditions that exist which could prevent safe operation.
NOTE: The candidate airplane for a 75-minute diversion time is
not required to have achieved a predetermined number of hours or inflight shutdown rate for this assessment.
(2)
Maintenance Proqram.
The
basic
maintenance
program for the airplane being considered for ETOPS is the continuous
airworthiness maintenance program currently approved for that
operator, for the make and model airframe-engine combination. This
program should be reviewed by the PMI to ensure that it provides an
adequate basis for development of a supplemental ETOPS
maintenance program. ETOPS maintenance requirements will be
expressed in, and approved as, supplemental requirements. This
should include maintenance procedures to preclude identical action
being applied to multiple similar elements in any ETOP critical system
(e.g. fuel control change on both engines). This relates to common
cause concerns identified in Appendix 1, Paragraph 2.(d).
Appendix B
B1
(i)
ETOPS related tasks should be identified on the
operator's routine work forms and related instructions.
(ii)
ETOPS related procedures, such as involvement
of centralized maintenance control, should be clearly defined in the
operators program.
(iii)
An ETOPS service check should be developed to
verify that the status of the airplane and certain critical items are
acceptable. This check should be accomplished and signed off by an
ETOPS qualified maintenance person immediately prior to an ETOPS
flight.
NOTE:
The service check may not be required for
the return leg of a 75-minute ETOPS flight in a benign area of
operation (defined in Appendix 5 )
(iv)
Log books should be reviewed and documented as
appropriate to ensure proper MEL procedures, deferred items,
maintenance checks and that system verification procedures have
been properly performed.
(3)
ETOPS Manual.
The operator should develop a
manual for use by personnel involved in ETOPS. This manual need not
be inclusive but should at least reference the maintenance programs
and other requirements described by this advisory circular, and clearly
indicate where they are located in the operator's manual system. All
ETOPS requirements, including supportive programs, procedures,
duties, and responsibilities, should be identified and subject to revision
control. This manual should be submitted to the certificate-holding
office 60 days before implementation of ETOPS flights.
(4)
Oil Consumption Proqram. The
operator's
oil
consumption
program
should
reflect
the
manufacturer's
recommendations and be sensitive to oil consumption trends. It should
consider the amount of oil added at the departing ETOPS stations with
reference to the running average consumption; i.e. the monitoring must
be continuous up to, and including, oil added at the ETOPS departure
station. If oil analysis is meaningful to this make and model, it should
be included in the program. If the APU is required for ETOPS
operation, it should be added to the oil consumption program.
(5)
Engine Condition Monitoring.
This program should
describe the parameters to be monitored, method of data collection
and corrective action process. The program should reflect
manufacturer's instructions and industry practice. This monitoring will
be used to detect deterioration at an early stage to allow for corrective
action before safe operation is effected. The program should ensure
Extended-Range Twin-Engine Operations
ETOPS_tm.doc
Appendix B
B2
that engine limit margins are maintained so that a prolonged singleengine diversion may be conducted without exceeding approved
engine limits (i.e., rotor speeds, exhaust gas temperatures) at all
approved power levels and expected environmental conditions. Engine
margins preserved through this program should account for the effects
of additional engine loading demands (e.g., anti-ice, electrical, etc.)
which may be required during the single-engine flight phase associated
with the diversion. (See Paragraph 8b(2)(iv).)
(6)
Resolution of Airplane Discrepancies. The
operator
should develop a verification program or procedures should be
established to ensure corrective action following an engine shutdown,
primary system failure, adverse trends or any prescribed events which
require verification flight or other action and establish means to assure
their accomplishment. A clear description of who must initiate
verification actions and the section or group responsible for the
determination of what action is necessary should be identified in the
program. Primary systems, like APU, or conditions requiring verification
actions should be described in the operators ETOPS maintenance
manual.
(7)
Reliability Program. An ETOPS reliability program should
be developed or the existing reliability program supplemented. This
program should be designed with early identification and prevention of
ETOPS related problems as the primary goal. The program should be
event-orientated and incorporate reporting procedures for significant
events detrimental to ETOPS flights. This information should be readily
available for use by the operator and FAA to help establish that the
reliability level is adequate, and to assess the operator's competence
and capability to safely continue ETOPS. The FAA certificate-holding
district office should be notified within 72 hours of events reportable
through this program.
(i)
Besides the items required to be reported by
Section 21.3 and 121.703 of the FARs, the following items should also
be included:
(A)
(B)
(C)
(D)
(E)
(F)
(ii)
In-flight shutdowns.
Diversion or turnback.
Uncommanded power changes or surges.
Inability to control the engine or obtain
desired power.
Problems with systems critical to ETOPS.
Any other event detrimental to ETOPS.
Appendix B
B3
(B)
(C)
(D)
(E)
(F)
(8)
Propulsion System Monitoring. Firm criteria should be
established as to what action is to be taken when adverse trends in
propulsion system conditions are detected. When the propulsion
system IFSD (computed on a 12-month rolling average) exceeds
.05/1000 engine hours for a 120-minute operation, or exceeds .03/1000
engine hours for a 180-minute operation, an immediate evaluation
should be accomplished by the operator and certificate-holding district
office with consultation of the PSRAB. A report of problems identified
and corrective actions taken will be forwarded to the Director, Flight
Standards Service. With advice of the PSRAB, additional corrective
action or operational restriction may be recommended.
(9)
Maintenance Training.
The maintenance training
program should focus on the special nature of ETOPS. This program
should be included in the normal maintenance training program. The
goal of this program is to ensure that all personnel involved in ETOPS
are provided the necessary training so that the ETOPS programs are
properly accomplished and to emphasize the special nature of ETOPS
maintenance requirements. Qualified maintenance personnel are those
that have completed the operator's extended range training program
and have satisfactorily performed extended range tasks under the
direct supervision of a FAA certificated maintenance person; who has
had previous experience with maintaining the particular make and
model aircraft being utilized under the operator's maintenance
program.
(10) ETOPS Parts Control.
The operator should develop a
parts control program that ensures the proper parts and configuration
are maintained for ETOPS. The program includes verification that parts
placed on ETOPS airplanes during parts borrowing or pooling
arrangements, as well as those parts used after repair or overhaul,
maintain the necessary ETOPS configuration for that airplane.
Appendix B
B4
APPENDIX C
JAA GAI-20 ACJ 20X6
Appendix 4: ETOPS
Maintenance Requirements
APPENDIX
4:
REQUIREMENTS
ETOPS
MAINTENANCE
GENERAL
Appendix C
C1
ETOPS MANUAL
Appendix C
C2
RELIABILITY PROGRAMME
in-flight shutdowns;
diversion or turnback;
uncommanded power changes or surges;
inability to control the engine or obtain desired power; and
problems with systems critical to ETOPS.
b.
(i)
aeroplane identification;
(ii)
engine identification (make and serial number);
(iii)
total time, cycles and time since last shop visit;
(iv)
for systems, time since overhaul or last inspection of the
defective unit;
(v)
phase of flight; and
(vi)
corrective action.
8
Appendix C
C3
MAINTENANCE TRAINING
Appendix C
C4