airport drops the airport below operating landing minima (or any other event occurs that makes the runway at that airport unusable). The FAA requires that the PIC, in coordination with the dispatcher if appropriate, will exercise judgment in evaluating the situation and make a decision as to the safest course of action. This may be a turn back, re-routing to another ETOPS alternate airport, or continuing on the planned route. Should the operator become aware of a potential weather problem prior to the airplane entering the ETOPS stage of the flight, the rule allows the operator to designate a different alternate airport at the ETOPS entry point in order to continue the flight.
(3) Engine Failure.
(a) Section 121.565 requires the PIC of a two-engine airplane with one engine inoperative to land at the nearest suitable airport where, in the PIC’s judgment after considering all relevant factors, a safe landing can be made. This determination is especially critical for ETOPS where the availability of suitable airports may be limited and the diversion decision is therefore more critical. The following is a list of some, but not all, factors that may be relevant in determining whether or not an airport is suitable, and are consistent with the ETOPS principle of protecting the diversion once it occurs:
• Airplane configuration, weight, systems status, and fuel remaining;
• Wind and weather conditions en route at the diversion altitude;
• Minimum altitudes en route to the diversion airport;
• Fuel burn to the diversion airport;
• Airport’s nearby terrain, weather, and wind;
• Availability and surface condition of runway;
Approach navigation aids and lighting available;
rt;
•
• Rescue and fire fighting services (RFFS) at the diversion airpo
• Facilities for passenger and crewmember disembarkation, and accommodations;
• PIC’s familiarity with the airport; and
• Information about the airport provided to the PIC by the certificate holder.
(b) When operating a two-engine airplane with one engine inoperative, none of the following factors should be considered sufficient justification to fly beyond the nearest suitable airport:
• The fuel supply is sufficient to fly beyond the nearest suitable airport;
• Passenger accommodation other than passenger safety; and Availability of maintenance and/or repair resources.
a nd
•
(c) If no more than one engine is shut down on an airplane that has three or more engines, § 121.565 permits the PIC to fly beyond the nearest suitable airport in point of time if the PIC determines that doing so is as safe as landing at the nearest suitable airport. In making decision to fly beyond the nearest suitable airport, the PIC should consider all relevant factors and, in addition, consider the possible difficulties that may occur if the flight is continued beyo the nearest suitable airport. When an airplane with more than two engines bypasses a suitable Par 303 Page 33
alternate, the PIC should carefully weigh the risk associated with the next possible failure, w could complicate or compound the current engine inoperative condition. The next possible failure could be a system failure or another engine failure, which in either case, would affect crew workload and their possible success in completing the associated abnormal approach a landing procedures. It is even possible that a contingency outside of the realm of a system failure, such as a passenger illness, hich nd could compound the crew’s workload normally associated with the current failure condition.
(4) System Failure/Partial Failure.
nal he is whether it is safer to divert and land or to continue as planned under the circumstances.
flight n no case may the maximum approved diversion authority of the operation be exceeded.
r reasons , le e the for the diversion and nothing in this guidance in any way limits the authority of the PIC.
e. ETOPS Procedures Documentation.
r each rocedural information necessary to interface with ETOPS maintenance requirements such as;
k (if applicable);
rocedures; and
(a) During ETOPS, the limited availability of diversion airports and extended diversion distances require that the impact of a system failure or partial failure be carefully evaluated. This should include a careful assessment of remaining systems and overall operatio capability. Time permitting, full use should be made of the information available through the certificate holder’s dispatch facility and a determination made by the PIC as to the plan for t safe continuation of the flight, that
(b) If, as a result of reevaluating airplane systems, a change in flight plan is required, the PIC should be provided revised flight plan information and an update of conditions, including weather conditions at designated ETOPS alternates. Dispatch should advise the crewmembers of additional airports on the planned route of flight that could be used for diversion. I
(5) Other Diversion Scenarios. During ETOPS an airplane may divert fo other than engine or systems failure such as medical emergencies, onboard fire, or decompression. The nature of the emergency, and its possible consequences to the airplane passengers and crew, will dictate the best course of action suitable to the specific en route contingency. The flightcrew must decide on the best course of action based on all availab information. The ETOPS Alternate Airports required by § 121.624 and designated for a particular flight provide one option to the PIC. However, these ETOPS alternates may not b only airports available
(1) The certificate holder should develop unique ETOPS flightcrew procedures fo of the flight operations requirements discussed in this section. These procedures should be contained in the applicable manual or information provided to the flightcrew. The manual or information provided to the flightcrew should also contain p
• Fuel crossfeed valve operational chec
• Special ETOPS MEL requirements ;
• APU in-flight start procedures (if applicable);
• Engine Condition Monitoring (ECM) data recording p Page 34 Par 304
• In-flight verification of ETOPS significant systems.
section and each revision must be submitted to the CHDO and approved before being adopted.
304. FLIGHT OPERATIONS TRAINING REQUIREMENTS.
that describes the unique aspects of ETOPS. That training should include, but not be limited to:
h flight crewmember competency in dealing with the most probable operating contingencies.
applicable), as listed below. The FAA will periodically evaluate a cross-section of these items.
ngency data, that is engine failure, decompression, and diversion equal time point.
(b) Flight progress monitoring and fuel tracking.
(c) Operational restrictions associated with dispatch under the minimum equipment list (MEL).
(d) Non-normal procedures including:
1. Abnormal and emergency procedures.
res and remaining airplane capability as it relates to the decision to divert or to continue.
3. Diversion.
4. Crewmember incapacitation.
PU electrical source available results in significant degradation of instrumentation to either pilot.
ment specifically required for ETOPS operations such as cold weather gear and SATCOM.
(2) The initial pilot flight manual ETOPS
a. ETOPS Unique Requirements. The certificate holder’s approved training program for ETOPS should include training
(1) Diversion Decision Making. The certificate holder’s training program should prepare flight crewmembers to evaluate probable propulsion and airframe systems malfunctions and failures. The goal of this training should be to establis
(2) Specific ETOPS Requirements. The certificate holder’s ETOPS training program should provide and integrate training for flight crewmembers and dispatchers (if
(a) Flight planning, including conti
2. Systems failu
5. A simulated approach and missed approach with only an alternate power source available, if the loss of two main alternating current electrical power sources with no A
(e) Use of equip Par 303 Page 35
(f) Procedures to be followed in the event that there is a change in conditions at a ETOPS alternate listed on the dispatch/flight release that would preclude a safe approach and n
landing.
dures to be followed in the event that there is a change in conditions at other potential en route diversion airports that would preclude a safe approach and landing.
nt
(i) Fuel quantity comparison: the certificate holder’s training program should identify fuel ght.
el load, compared to the indicated fuel remaining.
or example estimated time of arrival ahead of or behind plan, gross weight, and/or altitude differences.
303 e, t rtificate holder must designate check airmen specifically for ETOPS. The objective of the ETOPS check airman program should be to ensure stand emphasize the special nature of ETOPS. Only airmen with a demonstrated understanding of the unique requirements of ETOPS s
(1) The purpose of the review is to verify the adequacy of information provided to training p
(2) The FAA will also continually review in-service experience of systems significant to ETOPS. The review includes system reliability levels and individual event circumstances, including crewmember actions taken in response to equipment failures or loss of capabilities.
(g) Proce
(h) Understanding and effective use of approved additional or modified equipme required for ETOPS.
management procedures to be followed during the en route portion of the fli These procedures should provide for an independent crosscheck of fuel quantity indicators, for example, fuel used, subtracted from the total fu
(j) Fuel management: accounting for discrepancies between planned fuel remaining and actual fuel remaining f
(k) Flightcrew procedures unique to ETOPS as listed above in the paragraph ETOPS Procedures Documentation.
(3) Passenger Recovery Plan. The certificate holder must provide training to the fligh crewmembers and dispatchers relative to their perspective roles in the certificate holder’s passenger recovery plan (§ 121.415).
b. Check Airman Used in ETOPS. The ce ardized flight crewmember practices and procedures and also to hould be designated as a check airman.
c. Review of Training Programs and Operating Manuals.
rograms and operating manuals. The FAA will use the information resulting from these reviews as the basis for modification or updating flight crewmember training programs, operating manuals, and checklists, as necessary.
Page 36 Par 304
CHAPTER 4. APPLICATIONS TO CONDUCT ETOPS
400. ETOPS QUALIFICATIONS. The unique nature of ETOPS necessitates an evaluation of these operations to ensure that the certificate holder’s proposed programs are effective. The FAA will review the certificate holder’s documentation and training programs to validate that they are appropriate for ETOPS. To receive approval to conduct ETOPS the certificate holder must satisfy the following conditions:
a. Airplane. The specified airplane-engine combination listed in the certificate holder’s application must have been certificated to the airworthiness standards of transport category airplanes and must be approved for ETOPS. Guidance for airplane ETOPS type design can be found in AC 25.1535-1 and § 121.162.
(1) Two-Engine. Airplane-engine combinations already approved for ETOPS under previous FAA guidance can continue to be used in ETOPS operations under part 121. No re-certification under § 25.1535 is required. Two-engine airplanes with existing type certificates on February 15, 2007, may be approved for up to 180-minutes ETOPS without meeting requirements for fuel system pressure and flow, low fuel alerting, and engine oil tank design contained in § 25.1535.
(2) More than Two Engines. Airplanes with more than two engines that are to be used in ETOPS and are manufactured prior to February 17, 2015, may operate in ETOPS without type design approval under the revised § 25.1535. Airplanes with more than two engines manufactured on or after February 17, 2015, must meet the requirements of ETOPS type design.
b. Flight Operations and Maintenance Requirements. The certificate holder must show compliance with the flight operations requirements discussed in paragraph 303 and the maintenance requirements discussed in paragraph 301.
c. Training Requirements. The certificate holder should show that it has trained its personnel to achieve competency in ETOPS and must show compliance with the flight operations and maintenance training requirements discussed in paragraphs 302 and 304.
d. Requirements For ETOPS Approval. Before the FAA grants ETOPS operational approval to an applicant for two-engine ETOPS, the certificate holder must be able to demonstrate the ability to achieve and maintain the level of propulsion system reliability that is required for the ETOPS-approved airplane-engine combination to be used (appendix P to part 121, section I, paragraph (a)). The certificate holder must also demonstrate that it can operate the particular airframe and other airplane systems at levels of reliability appropriate for the intended operation. This can be achieved directly by a successful in-service operational history or by successfully validating all the required ETOPS processes according to the Accelerated ETOPS Application Method in Appendix 3 of this AC.
e. Accelerated ETOPS Application. An applicant for an initial operating certificate who is applying for ETOPS authority at entry into service under the Accelerated ETOPS Application method must comply with the same requirements for certificate holders outlined in this AC. It should be understood that validation of an applicant with no previous operational experience should be more robust than would be necessary for a certificate holder with operational Par 400 Page 37
experience. As is the case for all Accelerated ETOPS approvals, the Director, Flight Standards Service must be satisfied that the applicant can operate to the standards expected of an experienced ETOPS operator from the first day of service.
401. APPLICATION FOR ETOPS AUTHORIZATION.
a. Any certificate holder wishing to obtain an ETOPS authorization must submit an application with all supporting data to their local CHDO office. This application will be for a specific airplane-engine combination and should address all the regulatory requirements for ETOPS. The certificate holder may follow the guidance found in this AC to complete the application. The application should be submitted at least 60 days prior (6 months for the Accelerated ETOPS method of application) to the proposed start of extended range operation with the specific airplane-engine combination.
b. Two-Engine Airplanes.
(1) Up to 180-Minute ETOPS. An applicant requesting ETOPS up to 180 minutes for two-engine operations may select one of the following two application methods best suited to their proposed operation (See Appendix 3):
(a) In-service experience method, or
(b) Accelerated ETOPS method.
(2) ETOPS Beyond 180 Minutes, up to and Including 240 Minutes. The FAA grants approval for ETOPS beyond 180 minutes only to certificate holders with existing 180-minute ETOPS operating authority for the airplane-engine combination to be operated in the application.
There is no minimum in-service time requirement for the 180-minute ETOPS operator requesting ETOPS approval beyond 180 minutes. The determination by the Director, Flight Standards Service to grant ETOPS approval is the same as for all ETOPS authorities.
(3) ETOPS Beyond 240 Minutes. This authority is only granted to operators of two-engine airplanes between specific city pairs. The certificate holder must have been operating at 180 minute or greater ETOPS authority for at least 24-consecutive months, of which at least 12-consecutive months must be at 240-minute ETOPS authority with the airplane-engine combination in the application.
c. Passenger-Carrying Airplanes with More than Two Engines. There are no minimum in-service experience criteria for certificate holders requesting ETOPS beyond 180 minutes for operations with more than two engines. Those applicants will request approval under the accelerated ETOPS method.
402. ETOPS AUTHORITIES.
a. ETOPS with Two–Engine Airplanes. An applicant for two-engine ETOPS may seek approval for extended operations by seeking one of the following ETOPS approvals best suited to their proposed operations (see Appendix 2):
Page 38 Par 400
(1) 75-minute ETOPS in the Caribbean/Western Atlantic Area or in other areas.
(2) 90-minute ETOPS in Micronesia.
(3) 120-minute ETOPS.
(4) 138-minute ETOPS. Such approvals are granted to current 180-minute ETOPS operators, or as an extension of authority to operators with only 120-minute ETOPS approval.
(5) 180-minute ETOPS.
(6) 207-minute ETOPS in the North Pacific Area of Operation.
(7) 240-minute ETOPS. Approvals are granted at this level based on the particular geographic area applied for with criteria delineated for particular applications.
(8) Beyond 240-minute ETOPS. Approvals are granted at this level based on particular city pairs.
b. ETOPS with Passenger-Carrying Airplanes having More than Two Engines.
Certificate holders applying for ETOPS with passenger-carrying airplanes that have more than two engines will receive ETOPS authority based on the FAA-approved maximum time limited airplane system restriction of the airplane-engine combination listed in their application and the maximum authority requested.
403. ETOPS AUTHORIZATION REQUIREMENTS.
a. All certificate holders of airplanes with two engines, and all certificate holders of passenger-carrying airplanes with more than two engines, operating on ETOPS routes must comply with all the operational and process requirements specified in the ETOPS regulations in part 121 and as discussed in this AC.
b. Those certificate holders operating airplanes with more than two engines who choose to follow the recommendations in this AC as a means of compliance with the operating rules, and who, on February 15, 2008, have the authority to operate on specific non-ETOPS routes that under the new definition are classified as ETOPS routes, are not required to re-apply for their specific route authority. However, from February 15, 2008, the certificate holder is required to comply with all the ETOPS flight operational requirements that are described in this AC and must have their ETOPS program and all ETOPS processes approved by their CHDO with concurrence of the Director, Flight Standards Service. The CHDO will amend the certificate holder’s OpSpecs when the Director, Flight Standards Service grants a certificate holder approval to conduct operations under § 121.161.
c. All ETOPS certificate holders applying for approvals under this section must provide sufficient information with their application to the Manager, Air Transportation Division, AFS-200, through its CHDO and regional FAA office on the following areas of concern in ETOPS:
Par 402 Page 39
(1) ETOPS Area of Operations/Airplane Performance. The altitudes and airspeeds used in establishing the ETOPS area of operations for each airplane-engine combination must be shown to permit compliance with the terrain and obstruction clearance requirements of §§ 121.191 and 121.193, as applicable. A speed other than the approved single engine speed may be used as the basis for compliance to §§ 121.191 and 121.193, provided fuel consumption is shown not to exceed the critical fuel scenario associated with the applicable ETOPS equal-time point (§ 121.646), and the time limited system requirements of § 121.633 are not exceeded.
(2) Weather Information System. A certificate holder should substantiate that the weather information system that it uses can be relied on to forecast terminal and en route weather with a reasonable degree of accuracy and reliability in the proposed areas of operation. Such factors as staffing, dispatcher, training, sources of weather reports and forecasts, and when possible, a record of forecast reliability, should be evaluated.
(3) Minimum Equipment List. The certificate holder is required to submit its MEL, designed in accordance with the Master Minimum Equipment List (MMEL), appropriate to the requested level of ETOPS. A certificate holder’s MEL may be more restrictive than the MMEL, considering the kind of ETOPS proposed and the equipment and service problems unique to the certificate holder. System redundancy levels appropriate to ETOPS should be reflected in the MMEL. Systems considered to have a fundamental influence on flight safety may include, but are not limited to the following:
• Electrical, including battery,
• Hydraulic,
• Pneumatic,
• Flight instrumentation,
• Fuel,
• Flight control,
• Ice protection,
• Engine start and ignition,
• Propulsion system instruments, nications, • Navigation and commu
• Auxiliary power units,
• Air conditioning and pressurization,
• Any other equipment necessary for ETOPS.
ition of ew
• Cargo fire suppression,
• Emergency equipment, and
(4) Public Protection. The provisions for public protection have historically been embedded in § 121.97(ii). Current requirements are found in § 121.97(b)(1)(ii). The defin “public protection” has been expanded for certificate holders operating ETOPS beyond 180 minutes, and for operations in the North Polar Area and South Polar Area to include facilities at each airport, or in the immediate area, sufficient to protect the passengers and cr from the elements and to see to their welfare. Due to the nature of these operations and the climatic issues involved during the majority of the year, certificate holders undertaking these operations must ascertain that facilities at an airport, or in the immediate area, are sufficiently Page 40 Par 403
robust to protect the passengers and crew from the elements, and to see to their welfare during the time required to transport them towards their destination under the passenger recovery plan discussed in paragraph (5) below.
(5) Passenger Recovery Plan.
e
ns). For passenger recovery plans for these polar diversion airports see paragraph 603(2).
s that or , the time-limited capability of appropriate systems should be evaluated and taken into account.
r under in
ncern;
te
(a) A specific passenger recovery plan is required for each ETOPS Alternate Airport used by a certificate holder in ETOPS greater than 180 minutes (OpSpec paragraph B042 (4), ER–OPS En Route Alternate Airports). For operations in the North Polar Area and th South Polar Area a specific passenger recovery plan is required for each designated diversion airport taken from those listed in an operator’s OpSpecs for this operation (North and South Polar Areas, OpSpec paragraph B055, North Polar Operations [Sic], Polar Operatio further guidance on
(b) The certificate holder’s formal passenger recovery plan should provide a mean to validate acceptable levels of infrastructure to provide for an orderly process for the care and well being of the passengers and crewmembers. This infrastructure should include facilities provide for the physiological needs of the passengers and crewmembers such as continuing safety, food, and shelter. Any list of considerations for the passengers and crewmembers need not be exhaustive. However, in certain cases involving operations in demanding environments, plans may need to be detailed enough to provide for medical care, communications, methods f securing alternative expedited travel, extraction, and other continued travel provisions for the crewmembers and passengers. If the certificate holder proposes to use the airplane capabilities and services as a means to satisfy all or part of the requirements for such a plan
(c) It is generally accepted that any plan that is designed to fully recover the passengers within 48 hours may be viewed as meeting the overall requirement to provide for the care and safety of the passengers and crewmembers. The greatest concern relative to passenge recovery plans is when diversions occur to an airport that is geographically located within an area not normally served by the certificate holder and, more specifically, when the diversion occurs to an en route alternate airport located in a harsh operating environment. A certificate holder with a route system extending over remote areas of the world has a responsibility the regulations (§ 121.135), to develop a passenger recovery plan in anticipation of the possibility of a diversion to an approved en route alternate airport lying within those remote regions. In these instances, the certificate holder operating on those routes should devise a plan of substance that will outline how it will recover the passengers, crewmembers, and airplane the event of such a diversion. This plan should be of sufficient detail to demonstrate that the recovery operation can be readily effected, and that the basic needs of the diverted passengers and crewmembers can be provided for in the interim. The plan should address all of the concerns previously listed with specific emphasis on any issues unique to that particular environment. In some environments provisions for shade from the direct sunlight and cooling may be a co while in other environments such as polar and sub-polar areas, plans should provide for immediate provisions for shelter from the elements, heating, and clothing. After these immedia concerns are addressed, the plan should address provisions for initiating extraction procedures Par 403 Page 41
immediat ments
tion equipment installed on the airplane, the navigation accuracy required for the planned route and altitude of flight, and the routes ities required to ens NO traffic rts, a second communication system is required and must be able to provide immediate satellite-based voice communications of landline-telephone fideli by ATC s, the crew to have available immediate satellite-based voice communication of landline-telephone fidelity. If an aircraft is already o ill te ctive n e certificate holder can adequately validate that the necessary additional ETOPS processes and procedures are in place, and that they can function appropriately, may be validated ely. In all cases a particular alternate airport environment should drive the require of the passenger recovery plan and the prioritization of concerns needing to be addressed.
(6) Navigation. The applicant must show the availability of navigation facilities adequate for the operation, taking into account the naviga and altitudes to the airports designated as ETOPS alternates. Navigation facil ure a safe approach and landing must be available.
TE: Non-terrestrial approaches, e.g., GPS/RNAV, may be utilized if approved in a certificate holder’s operating specifications.
(7) Communications. The certificate holder must show the availability of communications services and facilities for communication with ATC and the dispatch office.
Certificate holders operating ETOPS routes must use the most reliable voice-based communications technology available for communications between the flightcrew and air services, and the flightcrew and the certificate holder per § 121.99. For ETOPS routes further than 180 minutes from adequate airpo ty. Rapid and reliable ATC communications are determined by the facilities operated units in the areas of operations.
NOTE: For ETOPS routes further than 180 minutes from adequate airport only one of the two required communication systems must be SATCOM. The intent of § 121.99 is for equipped with a SATCOM system, the second communication system does not need to be SATCOM.
404. VALIDATION FLIGHT(S). Prior to granting ETOPS approval to a certificate holder for operation of a specific airplane-engine combination in an authorized area of operation, the FAA will require actual validation flights on proposed routes that the certificate holder intends t operate within the ETOPS area of operations, designated in the operator’s approval request. This is to ensure that the ETOPS flight operations and maintenance programs described in Chapter 3 are capable of supporting those operations. Depending on the certificate holder’s level of experience in conducting ETOPS and the routes intended to be used in operations, the FAA w determine the number of validation flights required, the manner in which validation flights may be conducted (revenue with passengers, non-revenue, or cargo only), and any other items requiring validation. If approval is granted to fly the validation flight in revenue service, the operator should be granted appropriate, though temporary or restricted, OpSpecs covering the necessary flight(s). At the successful conclusion of the validation, the CHDO should coordinate with the Director, Flight Standards, amendment and issuance of unrestricted OpSpecs. Certifica holders operating passenger-carrying airplanes with more than two engines who, on the effe date of this AC, have the authority to operate on specific non-ETOPS routes that under the new definition are classified as ETOPS routes, may not be required to conduct an actual validatio flight. If th Page 42 Par 403
by another means satisfactory to the CHDO with concurrence of Director, Flight Standards Service.
ion he tificate holder’s validation flights. This determination will be made on a case-by-case basis following a review of the certificate holder’s experience and the proposed opera ring
b. The following emergency conditions should be demonstrated during the ETOPS validatio
(1) Total loss of thrust of one engine and total loss of engine-generated (or normal) electrical ng ETOPS
c. This simulator demonstration does not alter the certificate holder’s requirement to demonstrate the competence and the capability to adequately support the intended operation during the ETOPS validation flight.
405. REQUIRED DEMONSTRATION ON A VALIDATION FLIGHT.
a. The certificate holder should demonstrate, by means of an FAA-witnessed validat flight or flights using the specified airplane-engine combination in its application, that it has the competence and capability to safely conduct and adequately support the intended operation. T CHDO, with the concurrence of the Director, Flight Standards Service, will determine the conditions for each cer tion. This process may require the certificate holder to conduct an actual diversion du the validation flights.
n flights, unless successful demonstration of these conditions has been approved and subsequently witnessed by the FAA in an acceptable simulation prior to the validation flight:
power (as a minimum, the ETOPS critical electrical condition identified duri certification), or
(2) Any other condition considered more critical in terms of Airworthiness, crewmember workload, or performance risk.
Par 404 Page 43 (and 44)