EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
COURSE CONTENT
Ref. OM-D-02.04 3.2
Release of the aircraft
• MEL Requirements
• Defects affecting EROPS and
• Pre-departure service check
General introduction
Ref. Air Ops Reg. EU 965/2012
(i) EROPS (Non ETOPS 180): Is applicable for performance class A aeroplanes with an MOPSC of 19 or less and a
maximum take-off mass less than 45 360 kg operating further than the distance flown in 120 minutes subject to
approval by the competent authority up to 180 minutes at the determined OEI cruise speed.
[Link].140(a)(2) refers. (For MJet this is currently applicable for OE-IEO, OE-IZK, OE-IIE, OE-IGO, OE-LOK
and OE-IIH)
(ii) ETOPS: Is applicable for performance class A aeroplanes with either a maximum operational passenger
seating configuration (MOPSC) of 20 or more or a maximum take-off mass of 45 360 kg or more operating
further than the distance flown in 60 minutes at the determined one-engine-inoperative (OEI) cruising speed.
[Link].140(a)(1), [Link] and AMC 20-6 refer. (For MJet this is currently applicable for OE-LJG only)
Note: Generally for MJet operated aircraft mentioned in Note (i) above, the term “EROPS” is used throughout
the MJet documentation. However, certain manufacturer’s (e.g. Gulfstream) are using the term “ETOPS” for
EROPS (Non ETOPS 180) operated aircraft.
If operational circumstances require an EROPS flight to be performed, MJet CAMO will follow the EROPS
procedure as defined in the continuing airworthiness management exposition as a prerequisite for such a flight.
Start of that process is driven by MJet dispatch that informs CAMO of a planned EROPS flight.
The CAMO planner assigned to that aircraft is responsible to perform the following steps:
-‐ No “Hold item list” entry of any system listed as ETOPS significant system (1).
-‐ No defect rectification within a 10 days period that has not been closed with positive action. Closing of
a defect with “no fault found, report further” or the swapping of a component does not allow an EROPS
status confirmation.
-‐ No task performed listed in the ETOPS task identification before the flight without verification (2).
-‐ Oil consumption monitoring (engines & APU) – last 50 flight hours; no single consumption above limit.
-‐ Engine condition monitoring shows positive and stable trend. No de-rated ops allowed.
-‐ APU in-flight start program performed and reported satisfactory (where recommended by TCH).
-‐ Check “engine trend provider” for in flight shut down rates. Must be at a rate of 0.02 per 1,000 world-
fleet engine-hours or better (trend is monitored monthly).
If all the above items show satisfactory performance the planner will order an EASA Part 145 approved
maintenance organisation holding the aircraft type on its approval schedule to perform the EROPS pre-
departure service check. Note: The flight crew might perform such a check if training and authorisation is given;
however, the pre-departure service check performed by crew will only be taken if no type rated EASA Part 145
approved provider does exist at that place.
At the same time the responsible CAMO planner will provide feedback to MJet dispatch where the status
“EROPS” will be expressed. See example on page 2.
That status will be given to the flight crew via the crew briefing form (as an element of operational flight plan –
see OM-A). See example on page 3.
That information together with the EROPS pre-departure service check entry and release in the technical log
system indicates the needed “EROPS status” to the assigned flight crew. See example on page 4.
In any case, if there are any deferred defects/HIL entries, the flight crew shall consult/recheck the MEL whether
there are any remarks and/or exceptions with respect to EROPS. See examples on page 5.
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EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
1. ETOPS significant systems
Aircraft systems that are considered essential to maintaining the aircraft's ETOPS status are referred to as “ETOPS
significant systems”. Maintenance action performed on these systems must be accomplished by ETOPS
qualified personnel and ETOPS dual maintenance procedures must be considered. E.g.: GER-0381 lists
Gulfstream's recommendations and MJet CAMO does use the very same as ETOPS Significant Systems List of the
G650 airplane; GER-8043 lists Gulfstream's recommendations and MJet does use the very same as ETOPS
Significant Systems List of the G550 airplane; GER-8044 lists Gulfstream's recommendations and MJet does use
the very same as ETOPS Significant Systems List of the G450 airplane; Bombardier engineering document RBR-
C700-180 shows the ETOPS significant systems.
2. Verification flight
A verification flight is a flight where the flight crew is asked to assist in order to confirm that an e.g. ETOPS
significant system is operating normally, or that an ETOPS significant system problem has been resolved. That is
done by the use of the briefing card (see OM-A-08.01 11.3.3). The required feedback is given via the briefing
card as well (questioned item/system is working according spec). A defect will be reported on a work order
with the WO number on the briefing card request. The set-up of a verification flight must be done coordinated
by MJet CAMO performed by MJet Flight Ops (possibly involving the contracted MRO). If the needed
verification steps identified do require additional qualified personnel the MRO may be asked to support such
flight. A verification flight is verification on a non-ETOPS flight or during the first 60 minutes of an ETOPS flight (prior
entering the ETOPS segment) without defect on the questioned item/system to allow further ETOPS operation.
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EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
Example
of
feedback
from
CAMO
to
Dispatch
–
EROPS
(Non
ETOPS
180):
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EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
Example
of
information
from
Dispatch
to
Flight
Crew
–
EROPS
(Non
ETOPS
180
Min)
as
an
element
of
the
OFP:
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EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
Example
of
EROPS
Status:
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EROPS
COURSE
SUPPLEMENT
Mjet
Training
Department
Examples
of
MEL
items:
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EROPS
COURSE
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Mjet
Training
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