12-30-88 AC 120-42A Appendix 5 examined. Only operators who have demonstrated capability to conduct a 120-minute program successfully will be considered for approval beyond 120 minutes. These operators should also demonstrate additional capabilities discussed in this paragraph.
Approval will be given on a case-by-case basis for an increase to their area of operation beyond 120 minutes. The area of operation will be defined by a maximum diversion time of 180 minutes to an adequate airport at approved one-engine inoperative cruise speed (under standard conditions in still air). The dispatch limitation will be a maximum diversion time of 180 minutes to a suitable airport at approved single-engine inoperative speed (under standard conditions in still air).
a . Dispatch Considerations.
(1) MEL. The MEL should reflect adequate levels of primary system redundancy to support 180-minute (still air) operations. The systems listed in Paragraph 10.d. (2) (i) through
(x) should be considered.
Weather. An operator should substantiate that the weather information system which it utilizes can be relied upon to forecast terminal and en route weather with a reasonable degree of accuracy and reliability in the proposed area 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.
The critical fuel scenario should also consider fuel required for all engine operations at 10,000 feet or above 10,000 feet if the airplane is equipped with sufficient supplemental oxygen in accordance with FAR Section 121.329.
Operational Control Practices and Procedures. During the course of the flight, the flightcrew should be informed of any significant changes in conditions at designated en route alternates. Prior to a 180-minute ETOP flight proceeding beyond the extended range entry point, the forecast weather for the time periods established in paragraph 10.d(5) (iii), landing distances, and airport services and facilities at designated en route alternates should be evaluated. If any conditions are identified (such as weather forecast below landing minima) which would preclude safe approach and landing, the pilot should be notified and an acceptable alternate(s) selected where safe approach and landing can be made. The maximum diversion time to the newly selected alternate(s) should not exceed 180 minutes at the approved single-engine inoperative cruise speeds (under standard conditions in still air).
Flight Planning. Operators should provide for compliance with FAR Section 121.565. The effects of wind and temperature at single-engine inoperative cruise altitude should be accounted for. In addition, the operator's program should provide Par 3
AC 120-42A 12-30-88 Appendix 5 flightcrews with information on suitable airports appropriate to the route to be flown which are not forecast to meet Appendix 3 en route alternate weather minima. Airport facility information, and other appropriate planning data concerning these airports should be provided to flightcrews for use in complying with FAR Section 121.565 when executing a diversion.
b. Crew Training and Evaluation.
(1) If standby sources of electrical power significantly degrade cockpit instrumentation to the pilots, then approved training which simulates approach with the standby generator as the sole power source should be conducted during initial and recurrent training.
(2) Contingency Procedures. Flightcrews should be provided detailed initial and recurrent training which emphasizes established contingency procedures for each area of operation intended to be used.
Diversion Decisionmaking. Special initial and recurrent training to prepare flightcrews to evaluate probable propulsion and airframe systems failures should be conducted.
of this training should be to establish crew competency in dealing with the most probable operating contingencies.
c. Equipment.
(1) VHF/Satellite Data Link. Operators should consider enhancements to their operational control system as soon as they become feasible.
Automated System Monitoring. Automated airplane system status monitoring should be provided to enhance the flightcrew's ability to make timely diversion decisions.
4. VALIDATION FLIGHT OR FLIGHTS. The operator should demonstrate chat it an atrate by means of an FAA witnessed validation flight that it has the capability to safely conduct 180-minute operations with the specified airframe-engine combination. The guidance for validation flights contained in Paragraph 10.h. of this AC should be followed.
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