VOLUME 2.
AIR OPERATOR ADMINISTRATION
Chapter 3. EXTENDED RANGE OPERATIONS WITH TWO-ENGINE
AIRCRAFT (ETOPS)
3.1. BACKGROUND AND OBJECTIVE.
The material in this chapter provides guidance on the continuing airworthiness approval for extended range
operations (ETOPS) by aeroplanes with a maximum certificated take-off mass exceeding 5 700 kg and
powered by two turbine power-units.
ETOPS Definition:
Extended Range Operation With Two Engine Aeroplanes (ETOPS): Operations conducted over a
route containing a point further than one hour flying time at the normal one engine inoperative
cruise speed (in still air) from an adequate airport
3.2. GENERAL
ICAO Standards containing the basic requirements for the approval of ETOPS are contained in Annex 6,
Part I, 4.7. Attachment E of the Annex contains guidance on the setting of a threshold time and on the
means of achieving the required level of safety. Part III, Section 5, Chapter 1 of the Airworthiness
Technical Manual contains guidance on the assessment of the level of performance and reliability of
systems.
3.3. CONTINUING AIRWORTHINESS CONSIDERATIONS
3.3.1 General
In considering an application from an operator to conduct ETOPS, an assessment should be made of the
operator's over-all safety record, past performance, training and maintenance programmes. The data
provided with the request should substantiate the operator's ability and competence to safely conduct and
support these operations and should include the means used to satisfy the considerations outlined in this
paragraph. Any reliability assessment obtained, either through analysis or service experience, should be
used as guidance in support of operational judgements regarding the suitability of the intended operation.
3.3..2 Assessment of the operator's propulsion system reliability
An assessment should be made of the operator's ability to achieve and maintain the level of propulsion
system reliability achieved by the world fleet. This assessment should include trend comparisons of the
operator's data with other operators as well as the world fleet average values and the application of a
qualitative judgement that considers all of the relevant factors. The operator's past record of propulsion
system reliability with related types of power-units should also be reviewed, as well as its record of
achieved systems reliability with the airframe-engine combination for which authorization is sought to
conduct ETOPS.
3.3.3 Engineering modifications and maintenance programme considerations
Although these considerations are normally part of the operator’s continuing airworthiness programme, the
maintenance and reliability programme may need to be supplemented in consideration of the special
requirement of ETOPS (see the Appendix to this chapter). The following items, as part of the operator's
programme, should be reviewed to ensure that they are adequate for ETOPS.
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a) Engineering modifications. The operator should provide to the State of Registry and, where applicable,
to the State of the Operator the titles and numbers of all modifications, additions and changes which
were made in order to substantiate the incorporation of the configuration maintenance and procedures
(CMP) standard in the aeroplanes used in ETOPS.
b) Maintenance procedures. Following approval of the changes in the maintenance and training
procedures, substantial changes to maintenance and training procedures, practices or limitations
established to qualify for ETOPS should be submitted to the State of the Operator and, where
applicable, to the State of Registry, before such changes may be adopted.
c) Reliability reporting. The reliability reporting programme as supplemented and approved, should be
implemented prior to and continued after approval of ETOPS. Data from this process should result in a
suitable summary of problem events, reliability trends and corrective actions and should be provided
regularly to the State of the Operator and to the concerned airframe and engine manufacturers.
d) Modifications and inspections implementation. Approved modifications and inspections which would
maintain the reliability objective for the propulsion system and airframe systems as a consequence of
AD actions and revised CMP standards should be promptly implemented. Other recommendations
made by the engine and airframe manufacturers should also be considered for prompt implementation.
This would apply to both installed and spare parts.
e) Aeroplane dispatch procedures. Procedures and centralized control processes should be established
which would preclude an aeroplane's being dispatched for ETOPS after propulsion system shut-down or
primary airframe system failure on a previous flight, or significant adverse trends in system
performance, without appropriate corrective action having been taken. Confirmation of such action as
being appropriate may, in some cases, require successful completion of one or more non-revenue or
non-ETOPS revenue flights (as appropriate) prior to dispatch on an ETOPS.
f) Maintenance programme. The operator's maintenance programme should ensure that the airframe and
propulsion systems will continue to be maintained at the level of performance and reliability necessary
for ETOPS, including such programmes as an engine condition monitoring programme and an engine
oil consumption monitoring programme.
3.3. 4 AIRWORTHINESS FLIGHT DISPATCH CONSIDERATIONS
Although many of the airworthiness flight dispatch considerations may already be incorporated into
approved programmes for other aeroplanes or non-ETOPS, the nature of ETOPS necessitates a re-
examination of these programmes to ensure that they are adequate for this purpose. Systems redundancy
levels appropriate to ETOPS should be reflected in the Master Minimum Equipment List (MMEL). An
operator's minimum equipment list (MEL) may be more restrictive than the MMEL considering the kind of
ETOPS proposed and equipment and service problems unique to the operator. Systems considered to have a
fundamental influence on flight safety may include, but are not limited to:
- electrical, including battery;
- hydraulic;
- pneumatic;
- flight instrumentation;
- fuel;
- flight control;
- ice protection;
- engine start and ignition;
- propulsion system instruments;
- navigation and communications;
- auxiliary power-units;
- air conditioning and pressurization;
- cargo fire suppression;
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- engine fire protection;
- emergency equipment; and
- any other equipment required for ETOPS.
3.4. CONTINUING SURVEILLANCE
The fleet average in-flight shut-down (IFSD) rate for the specified airframe-engine combination will
continue to be monitored by the certificating authority. As with all other operations, the State of the
Operator should also monitor all aspects of the operation it has authorized to ensure that the level of
reliability achieved in ETOPS remains at the necessary level and that the operation continues to be
conducted safely. In the event that an acceptable level of reliability is not maintained, significant adverse
trends exist, or if significant deficiencies are detected in the type design or the conduct of the operation, the
State of the Operator should initiate a special evaluation, impose operational restrictions, if necessary, and
stipulate corrective action for the operator to adopt to resolve the problems in a timely manner. The State of
the Operator should alert the certificating authority when a special evaluation is initiated and provide for its
participation.
3.5. EVALUATION PROCEDURES
A. Verify the Compliance of the Aircraft with the Configuration, Maintenance, and
Procedures Document produced by the manufacturer for ETOPS operations.
B. Evaluate the Operator's Current Maintenance Program. Request and evaluate the
following information for ETOPS suitability:
(1) The date of type design and the review of each engine/airframe combination
(2) The in service experience for each engine/airframe combination, to include the following:
(a) The number of months/years of operational experience with each specific
engine/airframe combination
(b) The total number of ETOPS and/or domestic operations conducted with the
specific engine/airframe
(c) The engine/airframe hours and cycles, to include both total and high time
engines
(d) The in-flight shutdown rate (all causes), including the 12-month and 6-month
rolling average for both the ETOPS and the world fleet
(e) The unscheduled engine removal rate for both the world fleet and the operator
(f) The mean time between failure (MTBF) for major components
(g) The record of APU starts and run reliability
(h) The records of delays and cancellations, with the causes, by the specific aircraft
systems
(i) The records of significant operator events, including the phase of flight where
the event occurred, such as:
* Uncommanded power changes (surge or rollback)
* Inability to control the engine or obtain desired power
* In-flight shutdown events
C. Review the Operator's Manual. The inspector must ensure that the following programs
and procedures have been included as part of the operator's supplemental maintenance
program:
(1) Verification program, to include:
* A list of primary systems
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* Conditions that require verification flights
* Procedures for initiating verification actions
* Procedures that monitor and evaluate corrective actions
* Procedures that verify the implementation of corrective action
* Procedures that preclude repeat items from occurring
* Procedures that identify and reverse the adverse trends
(2) Engine condition-monitoring program, to include:
* Scope of program, e.g., data collection and analysis
* Notification procedures for deterioration
* Deterioration monitoring limits for internal engine parts
(3) Reliability program, to include:
* Reporting criteria
* Procedures to ensure reporting of significant individual events (engine
shutdowns, flight diversions, etc.)
(4) Engine/APU oil consumption monitoring program, to include:
* Established limits of consumption
* Procedures for use and verification prior to the start of each extended range
leg
(5) Extended range parts control, to include:
* Methods of verification of proper parts
* Control procedures during parts pooling and borrowing
(6) Maintenance training program, to ensure:
* Personnel are aware that an ETOPS authorization is in place
* Personnel, including contract personnel, are adequately trained on the
special programs required by an ETOPS authorization
(7) Continuing analysis and surveillance program, to include:
* Ensuring the continued integrity of the ETOPS maintenance programs
* Ensuring that adjustments are made, as required, to the ETOPS programs
(8) Procedures that accomplish the following:
* Preclude simultaneous actions from being applied to multiple similar
elements in any ETOPS critical system
* Identify ETOPS related tasks on routine work forms and related instructions
* Develop an ETOPS overwater service check to verify the status of the
aeroplane and ensures certain critical items are acceptable
D. Successful completion of this evaluation will result in the following:
* An ETOPS Authorization given to the operator
* Amendment to the Operations Specifications (if applicable)
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APPENDIX TO CHAPTER 11
ETOPS Maintenance Requirements
1. GENERAL
The maintenance programme should contain the standards, guidance and direction necessary to support the
intended operations. Maintenance personnel involved should be made aware of the special nature of
ETOPS and have the knowledge, skills and ability to accomplish the requirements of the programme.
2. ETOPS MAINTENANCE PROGRAMME
The basic maintenance programme for the aircraft being considered for ETOPS should be the continuing
airworthiness maintenance programme currently approved for that operator, for the make and model
airframe-engine combination. This programme should be reviewed to ensure that it provides an adequate
basis for development of ETOPS maintenance requirements. These should include maintenance
procedures to preclude identical action being applied to multiple similar elements in any ETOPS critical
system (e.g. fuel control change on both engines).
ETOPS-related tasks should be identified on the operator's routine work forms and related instructions.
ETOPS-related procedures, such as involvement of centralized maintenance control, should be clearly
defined in the operator's programme.
An ETOPS service check should be developed to verify that the status of the aircraft 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.
Logbooks should be reviewed and documented as appropriate to ensure proper MEL procedures, deferred
items and maintenance checks and that system verification procedures have been performed.
3. ETOPS MANUAL
The operator should develop a manual for use by personnel involved in ETOPS. This manual need not
include, but should at least refer to, the maintenance programme and other requirements described by this
Appendix and clearly indicate where they are located in the operator's manual system. All ETOPS
requirements, including supportive programme procedures, duties and responsibilities, should be identified
and be subject to revision control. Alternatively the operator may include this information in existing
manuals used by personnel involved in ETOPS.
4. OIL CONSUMPTION PROGRAMME
The operator's oil consumption programme 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 relevant to this make and model,
it should be included in the programme. If the auxiliary power-unit (APU) is required for ETOPS
operation, it should be added to the oil consumption programme.
5. ENGINE CONDITION MONITORING
This programme should describe the parameters to be monitored, method of data collection and corrective
action process. The programme should reflect manufacturer's instructions and industry practice. This
monitoring should be used to detect deterioration at an early stage to allow for corrective action before safe
operation is affected. The programme should ensure that engine limit margins are maintained so that a
prolonged single-engine 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 programme 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 a diversion.
6. RECTIFICATION OF AIRCRAFT DEFECTS
The operator should develop a verification programme, 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 programme. Primary systems or
conditions requiring verification actions should be described in the operator's ETOPS manual.
7. RELIABILITY PROGRAMME
7.1 An ETOPS reliability programme should be developed or the existing reliability programme
supplemented. This programme should be designed with early identification and prevention of ETOPS-
related problems as the primary goal. The programme 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 the State of the Operator to help establish that the reliability level is
adequate and to assess the operator's competence and capability to safely continue ETOPS. It is
recommended that the State of the Operator should be notified within a short time (usually 96 hours) of
events reportable through this programme.
7.2 In addition to the items required to be reported by the State of the Operator, the following items should
be included:
a) in-flight shut-downs;
b) diversion or turn-back;
c) uncommanded power changes or surges;
d) inability to control the engine or obtain desired power;
e) problems with systems critical to ETOPS; and
f) any other event detrimental to ETOPS.
7.3 The report should also identify the following:
a) aircraft identification (make and serial number);
b) engine identification (make and serial number);
c) total time, cycles and time since last shop visit;
d) for systems, the TSO or last inspection of defective unit;
e) phase of flight; and
f) corrective action.
8. PROPULSION SYSTEM MONITORING
The operator's assessment of propulsion systems reliability for the extended range fleet should be made
available to the State of the Operator (with the supporting data) on at least a monthly basis to ensure that
the approved maintenance programme continues to maintain a level of reliability necessary for ETOPS.
The assessment should include, as a minimum, engine hours flown in the period, in-flight shut-down rate
for all causes and engine removal rate computed on a twelve-month rolling average basis. Any adverse
sustained trend would require an immediate evaluation to be accomplished by the operator in consultation
with the State of the Operator. The evaluation may result in corrective action or operational restriction
being applied.
9. MAINTENANCE TRAINING
Maintenance training should focus on the special nature of ETOPS. This programme should be included in
normal maintenance training. The goal of this programme is to ensure that all personnel involved in ETOPS
are provided with the necessary training so that the ETOPS maintenance tasks are properly accomplished
and to emphasize the special nature of ETOPS maintenance requirements. Qualified maintenance personnel
are those that have completed the operator's ETOPS training programme and have satisfactorily performed
ETOPS tasks under supervision, within the framework of the operator's approved procedures for Personnel
Authorization.
10. ETOPS PARTS CONTROL
The operator should develop a parts control programme that ensures the proper parts and configuration are
maintained for ETOPS. The programme includes verification that parts placed on ETOPS aircraft during
parts borrowing or pooling arrangements as well as those parts used after repair or overhaul maintain the
necessary ETOPS configuration for that aircraft.