k. Engine Condition Monitoring. The certificate holder must develop a program for its ETOPS engines that describes the parameters to be monitored, method of data collection, and corrective action processes. The program should reflect the manufacturer’s instructions and industry practices, or the certificate holder should establish a program that demonstrates an equivalent level of monitoring and data analysis. The goal of this monitoring program is to detect deterioration at an early stage, and to allow for corrective action before safe operation is affected.
In order to achieve this goal, engine data analysis should be accomplished as often as practical.
The recommended maximum interval is five days. Engine limit margins must be maintained so that prolonged engine inoperative diversions may be conducted without exceeding approved engine limits (for example, rotor speeds and exhaust gas temperature) 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 (for example anti-ice and electrical), which may be required during IFSD flight phase associated with the diversion. If oil analysis monitoring, such as the Spectrographic Oil Analysis Program (SOAP), is meaningful and recommended by the manufacturer, the certificate holder should include it in their program.
l. Oil Consumption Monitoring. The certificate holder must develop an engine oil consumption monitoring program to ascertain that there is enough oil to complete the scheduled ETOPS flight. The certificate holder’s consumption limit must not exceed the manufacturer’s recommendations, and it must trend oil consumption. The certificate holder’s oil consumption trending program should be capable of recognizing a spike in the oil consumption rate. A certificate holder who operates an ETOPS aircraft in ETOPS and non-ETOPS operations may elect to develop a program that documents the indicated flight deck oil quantity at each Non- ETOPS station to supplement their oil consumption trend monitoring programs capability to discover an oil spike. For example, if an ETOPS airplane oil is serviced infrequently, and the quantities aren’t regularly recorded, it would be difficult to determine whether the oil added during an ETOPS pre-departure check was the result of normal oil consumption over several flight hours, or a sudden increase which would merit investigation and corrective action prior to the ETOPS flight. The certificate holders trending program may be done manually or by electronic means. The program must consider the amount of oil added at the departing ETOPS station with reference to the running average consumption, as well as monitor for sudden increases in consumption. The monitoring must be continuous including non-ETOPS flights and the oil added at the ETOPS departure station. For example, after servicing, the oil consumption may be determined by maintenance personnel as part of the pre-departure check. The amount of oil added also could be reported to a centralized maintenance control for calculation before the ETOPS flight. If the APU is required for ETOPS, it must be included in the oil consumption monitoring program. Any corrective actions taken regarding oil consumption must be verified before ETOPS departure.
m. APU In-Flight Start Program.
(1) If the airplane type certificate requires an APU but does not normally require the APU to operate during the ETOPS portion of the flight, the certificate holder must develop an in-flight start and run reliability program to ensure that the APU will continue to provide the performance and reliability established by the manufacturer. Specifically, the program is intended to verify the start and run capability. It is not required to actually load the APU in flight with the generator and/or pneumatics. This monitoring program must include periodic sampling Par 301 Page 21
of each airplane’s APU in-flight starting capabilities. Specifically, the certificate holder must ensure that each airplane’s APU periodically is sampled rather than repeatedly sampling the same APUs. The certificate holder may adjust sampling intervals according to system performance and fleet maturity. The certificate holder and its CHDO should periodically review the certificate holder’s APU in-flight start program data to ensure that the in-flight start reliability is maintained. Should the rolling 12-month APU in-flight start rate drop below 95 percent, the certificate holder should initiate an investigation into any common cause effects or systemic errors in procedures.
(2) The certificate holder should include the criteria below in their APU in-flight start program. The certificate holder should make APU in-flight starts subject to the following conditions:
(a) In-flight APU starts do not need to be performed on ETOPS flights; however, the APU must be in the ETOPS configuration in accordance with the appropriate CMP document, if applicable, for credit to be allowed.
(b) If in-flight APU start is performed on an ETOPS flight, the start may be attempted on the return leg.
(c) The start attempt should be initiated before top of descent, or at such time that will ensure a 2-hour cold soak at altitude before the start attempt.
(d) Within route or track constraints, the objective would be met by attempting a start near the highest altitude assigned the route or track, and the final attempt near the lower altitude limits of the route or track, as defined by ATC. These altitudes should be representative of the ETOPS routes flown.
(e) If the APU fails to start on the first attempt, subsequent start attempts may be made within the limits of the airframe and APU manufacturer’s recommended procedures.
(3) The certificate holder must report any operationally required APU in-flight start failures occurring during actual ETOPS operations to its CHDO within 96 hours. The certificate holder also must report any occurrences of an ETOPS configured APU in-flight unsuccessful start attempt occurring during routine sampling (which exceed the airframe and APU manufacturer design specifications) to its CHDO. The final report should include corrective actions taken as well as the status of corrective action programs and fleet upgrades.
n. Configuration Maintenance and Procedures (CMP).
(1) The CMP Standard specifies any additional configuration, maintenance or operational requirement that is uniquely applicable to ETOPS. The requirements in the CMP are established by the FAA at the time of initial ETOPS type design approval of the airplane-engine combination. The CMP document typically is published and maintained by the airplane manufacturer and includes identified CMP requirements. Airplane manufacturers may continue to release CMP revisions beyond the basic revision level required for ETOPS. The CMP revision levels required for specific airplane-engine combinations are typically listed in the front of the CMP or may be controlled through issuance of customized CMP documents. The certificate Page 22 Par 301
holder must implement the basic configuration, maintenance, and operating procedures standard, identified in the CMP, before beginning ETOPS operations unless the CMP includes an incorporation schedule with a later date than the beginning of the certificate holder’s ETOPS operations. If a CMP document exists for an ETOPS certificate holder’s airplane, the certificate holder must ensure that all of the following apply:
(a) Configuration features are installed in the airplanes and engines;
(b) Maintenance procedures are incorporated into the maintenance program;
(c) Demonstrated capabilities are incorporated into the flight operations manual and the minimum equipment list, as required; and
(d) Operators must coordinate any deviation from the manufacturer’s CMP requirements with the CHDO or Aircraft Certification Office, as required by the CMP document.
(2) Each certificate holder must develop a system to ensure all CMP requirements remain incorporated in its airplanes, programs, and manuals throughout the operational life of each airplane, for as long as they operate in ETOPS.
(3) The FAA will mandate any subsequent configuration, maintenance, or procedural changes necessary for continued safe ETOPS operations through the Airworthiness Directive (AD) process. The certificate holder should review and consider voluntarily incorporating any revised CMP standard that enhances airplane reliability and/or performance.
(4) The certificate holder should provide its CHDO a matrix detailing the CMP standard for its proposed ETOPS fleet. The matrix should specifically include each CMP item number, revision level, item description, and reference documentation describing the incorporation method and date.
o. Procedural Changes. Refer to Chapter 5, paragraph 502 for ETOPS maintenance and training program changes.
302. ETOPS MAINTENANCE TRAINING REQUIREMENTS.
a. The certificate holder is responsible for ensuring that all maintenance personnel who perform maintenance on its ETOPS airplanes, including repair stations, vendors, and contract maintenance, have received adequate technical training for the specific airplane-engine combination it intends to operate in ETOPS. The certificate holder should review the existing airplane-engine combination maintenance training program with its CHDO to ensure that it adequately provides the necessary training.
b. Additionally, the certificate holder must develop ETOPS specific training that focuses on the special nature of ETOPS and take measures to insure that this training is given to all personnel involved in ETOPS. ETOPS specific training is in addition to the certificate holder’s accepted maintenance training program used to qualify individuals for specific airplanes and engines and may be included in the accepted maintenance training curricula. It thus, becomes the certificate holder’s ETOPS training program. The goal of this training is to ensure that all Par 301 Page 23
personnel involved in ETOPS properly accomplish ETOPS maintenance requirements. The certificate holder is responsible with acceptance from the CHDO to determine which personnel are involved in ETOPS, and ensure that each person’s level of ETOPS training is commensurate with their level of involvement with ETOPS airplanes. Customarily, ETOPS training is intended for Line and Hanger Maintenance personnel, Centralized Maintenance Control personnel and Engineering personnel, where applicable, but it does not necessarily include the various shop level employees. For example, a mechanic who is performing pre-departure service checks may be required to have a higher level of ETOPS training and qualification than a mechanic performing routine tasks on non ETOPS significant systems during a heavy maintenance check.
A technician working ETOPS significant systems in an HMV (Heavy Maintenance Visit) environment must be appropriately trained for ETOPS, but need not be ETOPS qualified.
Recurrent training in all maintenance areas should be established and used to inform personnel involved in ETOPS about new equipment, requirements, operator programs, etc. Experience has shown recurrent training is a valuable instrument in “lessons learned” for ETOPS operations.
c. In the line maintenance environment, ETOPS-qualified maintenance personnel are those who have successfully completed the certificate holder's ETOPS qualification program, and who have satisfactorily performed extended range tasks under the direct supervision of an FAA-certificated maintenance person. The person giving the direct supervision must have had previous experience with maintaining the particular make and model airplane being used by the certificate holder. For new airplanes, it is understood the certificate holder may not have an FAA certified maintenance person available who has previous experience with the newly introduced make and model airplane. In this instance, the training received from the manufacturer's maintenance training program, or a comparable program would be acceptable.
303. ETOPS FLIGHT OPERATIONS REQUIREMENTS.
a. Airplane Performance Data. The certificate holder may not dispatch an airplane on an ETOPS flight unless it makes performance data available to its flight crewmembers and dispatchers that support all phases of ETOPS operations, including divert scenarios. This performance data will contain the following information:
(1) Detailed one-engine inoperative performance data including fuel flow for standard and nonstandard atmospheric conditions, which should be demonstrated as a function of airspeed and power setting, where appropriate. This data will cover:
(a) Driftdown (includes net performance);
(b) Cruise altitude coverage including 10,000 feet;
(c) Holding; and
(d) Altitude capability (includes net performance).
(2) Detailed all-engine-operating performance data, including nominal fuel flow data, for standard and nonstandard atmospheric conditions, which should be demonstrated as a function of airspeed and power setting, where appropriate. This data will cover:
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(a) Cruise altitude coverage including 10,000 feet; and
(b) Holding.
(3) Details of any other conditions relevant to ETOPS that can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the airplane, RAM Air Turbine (RAT) deployment, and thrust reverser deployment if such data is available.
b. En Route Airport Information.
(1) In accordance with § 121.97, the certificate holder must maintain current status information on the operational capabilities of the airports designated for use as ETOPS alternates. “Public protection” has been a historic requirement for all domestic and flag operations. For ETOPS greater than 180 minutes and for operations traversing the North and South Polar Areas, this requirement has been expanded to include the listing of facilities at each airport, or in the immediate area, sufficient to protect the passengers and crew from the elements and to see to their welfare. Such a requirement can be interpreted to encompass the time from landing until satisfactory recovery of passengers and crew based on the certificate holder’s passenger recovery plan required by § 121.135 and discussed in Chapter 4, paragraph 403c(5) of this AC.
(2) The certificate holder’s program should provide flight crewmembers with current weather and information on a set of adequate airports in the ETOPS portion of the flight that are within the maximum diversion capability of the airplane on the planned route of flight as an aid to the flightcrew in contingency planning. Any appropriate facility information and other data concerning these airports should be provided to flight crewmembers in a clear, concise, userfriendly format for use when planning a diversion.
(3) Section 121.135 requires that any certificate holder conducting passenger flag operations must include in their flight operations manuals or equivalent documentation available to the flightcrews:
(a) For ETOPS greater than 180 minutes, a specific passenger recovery plan for each ETOPS Alternate Airport used in those operations; and
(b) For operations in the North Polar Area and South Polar Area, a specific passenger recovery plan for designated diversion airports.
c. Dispatch.
(1) Alternates. A certificate holder may not dispatch an airplane in ETOPS unless the required takeoff, destination and alternate airports, including ETOPS alternate airports are listed in the cockpit documentation (e.g., computerized flight plan) and are identified and listed in the dispatch release. Because ETOPS alternates serve a purpose different from that of a destination alternate, and may be used in the event of a diversion with an engine failure or loss of a primary airplane system, a certificate holder should not list an airport on the dispatch/flight release as an ETOPS alternate unless that airport’s services and facilities are adequate for such a diversion. A Par 303 Page 25
certificate holder of a two-engine airplane should exercise ETOPS beyond 180 minutes authority only if there are no ETOPS alternates that are within a 180-minute diversion distance from the planned route of flight. In addition, those adequate airports closest to the planned route of flight should be those first considered as ETOPS alternates.
(2) Flight Planning Limitation. The certificate holder’s ETOPS flight planning program must ensure that the planned route of flight remains within the authorized ETOPS area of operation in accordance with § 121.633 as follows:
(a) For ETOPS up to and including 180 minutes and 207 minutes in the North Pacific Area of Operation, the time required to fly the distance to the planned ETOPS alternate, at the approved one-engine inoperative cruise speed in still air and standard conditions, may not exceed the time specified for the airplane’s most time limited ETOPS significant system (including cargo fire suppression) minus 15 minutes.
(b) For ETOPS beyond 180 minutes, the time required to fly the distance to the planned ETOPS alternate, at the all-engines-operating cruise speed at the normal all-enginecruise altitude, correcting for wind and temperature, may not exceed the certified capability for the airplane’s most limiting fire suppression system minus 15 minutes. Three- and four-engine turbine engine-powered airplanes not meeting these requirements as of the effective date of § 121.633 may continue ETOPS operations until February 15, 2013.
(c) Further, for ETOPS beyond 180 minutes, the time required to fly the distance to the planned ETOPS alternate, at the approved one-engine inoperative cruise speed at the normal one engine inoperative level off altitude, correcting for wind and temperature, may not exceed the certified capability for the airplane’s most time limited ETOPS significant system (except for the most limiting fire suppression system) minus 15 minutes.
NOTE: Certificate holders flying three- and four-engine airplanes prior to the established installation time and certification time requirements of the regulation for these systems and their airplanes are exempt from these flight planning limitations. Once such required fire suppression systems are installed (no later than February 15, 2013) and once the ETOPS significant system time limits are established as required by appendix K of part 25, § K25.1.7 (no later than February 17, 2015), the operator must follow the flight planning limitations in §§ 121.633(b)(1) and 121.633(b)(2).
(3) Landing Distance. For the runway expected to be used, the landing distance available, as specified by the airport authority, must be sufficient based on airplane flight manual landing performance data to meet the landing distance limitations specified in § 121.197. The altitude of the airport, wind conditions, runway surface conditions, and airplane handling characteristics should be taken into account.
(4) Airport Rescue and Fire Fighting Service (RFFS).
(a) The following minimum International Civil Aviation Organization (ICAO) RFFS categories must be available at each airport listed as an ETOPS Alternate Airport in a dispatch or flight release:
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1. ETOPS Up to 180 Minutes. ETOPS alternates with ICAO Category 4.
2. ETOPS Greater than 180 Minutes. ETOPS alternates with Category 4. In addition, the airplane must remain within the ETOPS authorized diversion time from an Adequate Airport that has RFFS equivalent to that specified by ICAO Category 7, or higher. The availability of Adequate Category 7 RFFS airports should be considered for the entire ETOPS segment of the planned route.
(b) If the necessary equipment and personnel are not immediately available at the airport, additional fire fighting support may be brought in from a nearby town or other location.
The certificate holder must ensure that the nearby facility is capable of responding to a request for firefighting assistance within a reasonable time. A 30-minute response time is deemed adequate if the initial notification to respond can be initiated while the diverting airplane is en route. A 30-minute response time does not imply that the firefighting equipment has to be at the airport within 30 minutes of the initial notification under all conditions. It does mean that such equipment must be available on arrival of the diverting airplane and remain on station as long as the services are needed.
(5) ETOPS Alternate Minima. A particular airport may be considered to be an ETOPS alternate for flight planning and dispatch purposes, if the latest available forecast weather conditions from the earliest time of landing to the latest time of landing at that airport, equals or exceeds the criteria detailed in the following table. Because OpSpecs alternate weather minima standards apply to all alternates, the following criteria is recommended for a typical certificate holder’s OpSpecs. An individual certificate holder’s OpSpecs must reflect current requirements (§ 121.625). Although no consideration for the use of GPS/RNAV approaches is presented here, operators may request to receive this authorization through the FAA. This authorization would be reflected in the operator’s OpSpecs. Appropriate ETOPS alternate minima for such operations will be determined by the Director, Flight Standards Service. The airport of departure (takeoff) and the destination airport (unless used concurrently as an ETOPS alternate) are not required to meet the weather minima for ETOPS alternates as these airports are subject to other regulations (e.g., §§ 121.617, 121.621, and 121.623).
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ETOPS Alternate Minimum
Approach Facility Configuration1 Alternate Airport IFR Weather Minimum Ceiling2 Alternate Airport IFR Weather Minimum Visibility3 For airports with at least one operational navigational facility providing a straight-in non-precision approach procedure, or Category I precision approach, or, when applicable, a circling maneuver from an instrument approach procedure.
Add 400 ft to the MDA(H) or DA(H), as applicable.
Add 1 sm or 1600m to the landing minimum.
For airports with at least two operational navigational facilities, each providing a straight-in approach procedure to different suitable runways.
Add 200 ft to the higher DA(H) or MDA(H) of the two approaches used.
Add ½ sm or 800m4 to the higher authorized landing minimum of the two approaches used.
One useable authorized Category II ILS IAP.
300 feet 3/4 sm (1200 m) or RVR 4000 (1200 m) One useable authorized category III ILS Instrument Approach Procedure (IAP).
200 feet 1/2 sm (800 m)4 or RVR 1800 feet (550 m)
1 When determining the usability of an IAP, wind plus gust must be forecast to be within operating limits, including reduced visibility limits, and should be within the manufacturer’s maximum demonstrated crosswind value.
2 Conditional forecast elements need not be considered, except that a PROB40 or TEMPO condition below the lowest applicable operating minima must be taken into account.
3 When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima must be considered in determining ETOPS alternate minima.
4 For operations outside United States, because of variations in the international metric weather forecasting standards, 700m may be used in lieu of 800m.
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(6) Fuel Supply. The certificate holder must comply with the ETOPS en route fuel supply as specified in § 121 .646(b) as follows:
(a) No person may dispatch or release for flight or takeoff a turbine enginepowered airplane in ETOPS unless, considering wind and other weather conditions expected, it has the fuel required by normal Flag or supplemental carrier requirements and enough fuel to satisfy paragraphs 1 through 4 below:
1. The greater amount of fuel sufficient to fly to an ETOPS alternate under the following three scenarios:
• Assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333, or
• At the approved one-engine inoperative cruise speed assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 121.333, or
• At the approved one-engine inoperative cruise speed assuming an engine failure at the most critical point followed by descent to the one-engine inoperative cruise altitude.
2. Upon reaching the alternate, hold at 1,500 ft above field elevation for 15 minutes and then conduct an instrument approach and land.
3. Add a 5 percent wind speed factor (that is, an increment to headwind or a decrement to tailwind) on to the actual forecast wind used to calculate fuel in paragraph 1 above to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model acceptable to the FAA, the airplane must carry 5 percent of the fuel required for paragraph 1 above, as reserve fuel to allow for errors in wind data. A wind aloft forecast distributed worldwide by the World Area Forecast System (WAFS) is an example of a wind model acceptable to the FAA.
4. After completing the calculation in paragraph 3, compensate in paragraph 1 above with additional fuel for the greater of the following scenarios:
• The effect of airframe icing during 10 percent of the time during which icing is forecast (including ice accumulation on unprotected surfaces, and the fuel used by engine and wing anti-ice during this period). Unless a reliable icing forecast is available, icing may be presumed to occur when the total air temperature at the approved one-engine cruise speed is less than +10 degrees Celsius, or if the outside air temperature is between 0 degrees Celsius and -20 degrees Celsius with a relative humidity of 55 percent or greater Par 303 Page 29
• Fuel for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast
(b) Unless the certificate holder has a program established to monitor airplane inservice deterioration in cruise fuel burn performance, and includes in fuel supply calculations fuel sufficient to compensate for any such deterioration, increase the final calculated fuel supply by 5 percent to account for deterioration in cruise fuel burn performance.
(c) If the APU is a required power source, then its fuel consumption must be accounted for during the appropriate phases of flight.
(d) In computing the ETOPS alternate fuel supply, advantage may be taken of driftdown computed at the approved one-engine inoperative cruise speed. Accounting of wing anti-ice as in paragraph (6)(a)4 above may apply to some models of airplane based on their characteristics and the manufacturer’s recommended procedures.
(7) Communications. The FAA has determined that the best way to assure clear and timely communication in general, is via voice communication. Likewise the FAA has determined that there is a significant safety benefit associated with an ETOPS flight having the ability to communicate via a satellite based voice system, especially for those situations that occur while on long, remote ETOPS routes. The need for safety is best served through information and technical assistance that is clearly and rapidly transmitted to the flightcrew in a way that requires the least amount of distraction to piloting duties. Other than the area north of 82 degrees latitude, satellite communications provides the best means to provide that capability because it is not limited by distance. The FAA recognizes the limitations of satellite communications (SATCOM) in the North Polar Area above this latitude, and in such an area an alternate communication system such as HF voice or data link is to be used. The relatively short period of time that the flight is above latitude 82 degrees North in relation to the total planned flight time is a small fraction of the total flight. The ability to use SATCOM for all other portions of the flight, which for some routes could be longer than 15 hours duration, is advantageous to the flight. For flights above 82 degrees North latitude, the operator must also ensure that communications requirements can be met by the most reliable means available, taking into account the potential communication disruption due to solar flare activity. The same philosophy and commensurate requirements apply for ETOPS in the South Polar Area.
(a) Section 121.99(a) includes a requirement for communications facilities that enable rapid and reliable communications on routes and altitudes that may be used. For all ETOPS each certificate holder conducting flag or supplemental operations in ETOPS must provide voice communications over routes where voice communications facilities are available.
Where voice communication facilities are not available, and voice communication is not possible or is of poor quality, communications using alternative systems must be substituted.
(b) In addition to the communication requirement above, flag and supplemental certificate holders operating ETOPS beyond 180 minutes from an alternate must have a second communications system that is capable of providing immediate satellite-based voice communications of landline telephone fidelity such as SATCOM. This system must be capable of providing clear voice communications between the flight crewmember and ATC, and the Page 30 Par 303
flight crewmember and operations (dispatch). Where clear satellite-based voice communications are not available, alternative communications systems must be substituted. If an operator has provided a satellite communication system for the crew to satisfy § 121.99(a), it is not necessary that the second communication system required for ETOPS beyond 180 minutes be satellite based.
(c) In determining whether such communications requirements discussed in paragraphs (a) and (b) above are available, the certificate holder must consider potential routes and altitudes needed for possible diversions to ETOPS alternates as well as the original planned routing.
(8) Dispatch/Flight Release.
(a) The following items must be listed in the dispatch or flight release for all ETOPS in accordance with § 121.687.
• ETOPS alternates; and
• The authorized ETOPS diversion time under which the flight is dispatched or released.
(b) The pilot in command (PIC) should have access to the weather and status of services and facilities at all adequate airports with weather greater than approach minimums other than the designated ETOPS alternates along the planned route that could be used for diversion before accepting the flight release.
(c) If a flight is dispatched on a route that is greater than 180 minutes from an ETOPS alternate, the certificate holder must inform the flightcrew and give them the reason for the routes selection.
(9) Dispatch on a “Flight-by-Flight Exception” Basis. For two-engine airplane ETOPS approvals under the provisions of 207-minute ETOPS in the North Pacific Area of Operation, and 240-minute ETOPS in the North Polar Area, in the area north of the NOPAC area, and the Pacific Ocean area north of the equator, regulations limit the operator’s use of this authority in these areas to an “exception” basis. This exception may only be used when an ETOPS alternate is not available within 180 minutes and is based on certain criteria.
(a) For 207-Minute ETOPS, exception criteria includes political or military concerns, volcanic activity, temporary airport conditions, and airport weather below dispatch requirements, or other weather related events.
(b) For 240-Minute ETOPS in the North Polar Area and in the Area North of NOPAC, exception criteria includes extreme conditions particular to these areas such as volcanic activity, extreme cold weather at en route airports airport, weather below dispatch requirements, temporary airport conditions and other weather related events. The certificate holder must establish the criteria to be used to decide what extreme weather precludes using an airport.
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(c) For 240-Minute ETOPS in the Pacific Ocean Area north of the Equator, exception criteria includes political or military concern, volcanic activity, airport weather below dispatch requirements, temporary airport conditions and other weather related events.
NOTE: Certificate holders are required to maintain a record of their use of that authority for tracking purposes. When an operator is granted such authority, they may exercise this authority based on the conditions above without limit. There is currently no requirement for any specific format for reporting 207- and 240-minute track usage.
d. En Route.
(1) PIC Authority. No part of this AC is to be interpreted as reducing the PIC’s joint responsibility for determining that the flight can be safely conducted as planned before release.
None of the guidance in this AC may be interpreted in any way to prejudice or limit the final authority and responsibility of the PIC for the safe operation of the airplane.
(2) Potential Diversion Airports after Departure.
(a) After departure, designated ETOPS alternates must continue to meet the requirements of original dispatch, except that the weather must remain at, or above, operating minima (§ 121.631(c)). The pilot and dispatcher should monitor the airports within the ETOPS area of operation that could be used for diversion for deterioration in the weather and limitations in the availability of facilities and services that would render an airport unsuitable for landing in the event of a diversion. During the course of the flight, the flight crewmembers should be informed of significant changes in conditions at the designated ETOPS alternates, particularly those conditions that would render an airport unsuitable for landing and improvement in airport weather to conditions above operating minima.
(b) In most ETOPS operations, the ETOPS entry point is a significant distance from the point of dispatch. To ensure the capability and availability of an en route alternate to support any en route contingencies, before an ETOPS flight proceeds beyond the ETOPS entry point, the certificate holder must evaluate the weather from the earliest to latest time of arrival at the designated ETOPS alternates, as well as the landing distances, airport services, and facilities. If any conditions, such as weather below landing minima, are identified that would preclude a safe approach and landing, the PIC should be notified and an additional ETOPS alternate selected where a safe approach and landing can be made. A revised flight plan should include information on the newly designated ETOPS alternates within the authorized area of operation. Information on the weather and capabilities (that is, emergency response, approach aids, navigation facilities, and airport infrastructure) of potential ETOPS alternates in the authorized area of operations should be available to the PIC. The maximum diversion time, determined by the newly selected ETOPS alternate, must not exceed the authorized ETOPS maximum diversion time listed in the certificate holder’s OpSpec for that airplane and operating area that could have been applied at original dispatch.
(c) An operator is not required to turn back once the flight has gone beyond the ETOPS entry point if an unexpected worsening of the weather at the designated ETOPS alternate Page 32 Par 304