Par 303 Page 13 and training processes that will ensure ETOPS airplanes achieve and maintain the level of performance and reliability necessary for ETOPS operations. These supplemental requirements are referred to in the industry as ETOPS processes or ETOPS process elements. Prospective ETOPS certificate holders must supplement their basic CAMP with the following program elements defined in subparagraphs b through p below.
b. ETOPS Maintenance Document. The certificate holder must develop a document for use by personnel involved in ETOPS. This may be a separate document or a part of other maintenance documents. It need not be inclusive but should at least reference the maintenance program and other pertinent requirements clearly indicating where all facets of the ETOPS maintenance program are located in the certificate holder’s document system. All ETOPS requirements, including supportive programs, procedures, duties, and responsibilities, must be identified. The ETOPS document(s) must reflect the actual policies and procedures the certificate holder expects their ETOPS maintenance personnel to adhere to. The document(s) should be user friendly, and be accessible to all affected personnel. The initial document and each revision must be submitted to the responsible Flight Standards office and be approved before being adopted.
c. ETOPS PDSC.
(1) The certificate holder must develop an ETOPS PDSC to verify that the airplane and certain significant items are airworthy and ETOPS capable. Each certificate holder’s PDSC may vary in form and content. The prerequisite for an acceptable PDSC is content and suitability for the specific certificate holder’s needs.
(2) All certificate holders must address ETOPS significant system airworthiness in their ETOPS maintenance program, including the PDSC. Specifically, the PDSC is a maintenance task that should include an applicable maintenance records review and an interior and exterior inspection. The PDSC is sometimes referred to as an expanded transit check inspection. The PDSC should include visual inspections and procedures applicable to determining ETOPS significant systems airworthiness status. The airworthiness status determination should include a process for determining engine and auxiliary power unit (APU) oil quantities, and consumption rates prior to ETOPS dispatch. Note: Proper servicing of fluids, such as engine, APU, generator systems, and hydraulic systems is a vital ingredient to successful ETOPS operations. Some current Part 121 ETOPS operators have had incidents resulting from improper fluid servicing, or not properly determining or addressing high consumption rates. This has resulted in in-flight shut downs (IFSD) and diversions. Part 135 certificate holders should consider this area very seriously when developing their maintenance checks, including the PDSC.
(3) Some certificate holders may elect to include tasks in the PDSC that are driven by their enhanced Continuing Analysis and Surveillance System (CASS) program and are not related to ETOPS significant systems. However, the certificate holder clearly must identify the ETOPS-related tasks on their PDSC if non-ETOPS qualified maintenance personnel are to accomplish the non-ETOPS tasks. An appropriately trained maintenance person who is ETOPS- qualified, and authorized by the certificate holder, must accomplish and certify by signature the completion of ETOPS specific tasks. An appropriately trained person who is ETOPS qualified and authorized by the certificate holder must certify by signature, that the ETOPS PDSC has
Par 303 Page 14 been completed. Appropriately trained persons are those that have satisfactorily completed the certificate holder’s ETOPS training program. The signatory person that certifies the completion of the PDSC must also meet the following criteria:
(a) Inside the United States, the signatory person holds a U.S. mechanic’s certificate with airframe and powerplant ratings, and works for an operator authorized to engage in part 135 or part 121 operations, or works for a 14 CFR part 145 repair station.
(b) Outside the United States, the signatory person holds a U.S. mechanics certificate with airframe and powerplant ratings, or holds a certificate IAW 14 CFR part 43, § 43.17(c)(1).
(c) Works for an ETOPS maintenance entity and has the requisite experience or specific training needed to accomplish the task and is authorized to complete the PDSC and return the aircraft to service on behalf of the ETOPS maintenance entity. (The signatory person does not have to hold a U.S. or Canadian certificate)
(d) An ETOPS maintenance entity is an entity that has been authorized to perform ETOPS maintenance and authorized by the certificate holder to complete ETOPS PDSCs. That entity is certificated to engage in part 135 or part 121 operations; a repair station certificated under part 145, or an entity authorized pursuant to § 43.17(c)(2),
(4) The PDSC must be certified complete immediately before each scheduled ETOPS flight. The term “immediately” has historically meant to be no more than 2 to 4 hours before the flight. However, the FAA may grant some relief from this time period under certain conditions.
The certificate holder should explain any rational for such deviations in its ETOPS maintenance document, which is approved by the responsible Flight Standards office, and
(5) A PDSC may not be required before all ETOPS flights. The FAA may grant relief following irregular operations because of non-mechanical issues, such as weather or medical emergency diversions, or when operating ETOPS into specific areas of operation. For example, if an airplane scheduled for an ETOPS flight receives a PDSC before departure and subsequently must divert or turn back for reasons other than mechanical, the certificate holder must identify in its ETOPS maintenance document what procedures its flight operations and maintenance personnel would follow to preclude performing another PDSC. If a mechanical discrepancy develops as a result of the diversion or turn back, the certificate holder may have to perform another PDSC. For example, when an overweight landing inspection reveals an ETOPS significant system discrepancy that requires maintenance intervention, another PDSC is required.
d. ETOPS Dual Maintenance Procedures.
(1) ETOPS dual maintenance, otherwise referred to as identical maintenance, multiple maintenance, and simultaneous maintenance, requires special consideration by the certificate holder. This is to recognize and preclude common cause human failure modes. Proper verification processes or operation tests prior to ETOPS are required when dual maintenance on significant systems occurs.
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(2) Dual maintenance on the “same” ETOPS significant system can be described as actions performed on the same element of identical, but separate ETOPS significant systems during the same routine or non-routine visit. Examples of maintenance on the “same” ETOPS significant system are: maintenance on both air cycle machines (or equivalent) in the air conditioning systems during a turnaround flight; removal of both engine oil filters or both chip detectors; and replacement of both chip detectors.
(3) Dual maintenance on “substantially similar” ETOPS significant systems specifically addresses maintenance actions on engine-driven components on both engines. An example of dual maintenance on “substantially similar” ETOPS significant systems could include: replacement of the No.1 integrated drive generator and the No. 2 engine-driven pump.
(4) The certificate holder must establish procedures that minimize identical maintenance actions from being scheduled or applied to multiple similar elements in any ETOPS significant system during the same or non-routine visit. In order to manage this requirement the certificate holder must develop a list of fleet-specific ETOPS significant systems and include them in their ETOPS maintenance document(s).
(5) The FAA also recognizes that sometimes ETOPS dual maintenance actions cannot be avoided or precluded, because of unforeseen circumstances that occur during ETOPS operations. In the line maintenance arena, for example, when an ETOPS airplane has inbound discrepancies on both engines’ oil systems, or there is a generator problem on one engine, and an oil system discrepancy on the other engine. Additionally, staggering maintenance on ETOPS significant systems in the heavy maintenance arena is not always possible or feasible. However, to minimize human factor common cause risk, the certificate should attempt to minimize dual maintenance on ETOPS significant systems wherever/whenever possible.
(a) In any event, when dual maintenance is performed on an ETOPS significant system, the certificate holder must have written procedures in its ETOPS maintenance document that address this situation. At a minimum, the certificate holder must ensure:
1. Separate ETOPS-qualified maintenance persons perform the tasks,
2. The maintenance action on each of the elements in the ETOPS significant system is performed by the same technician under the direct supervision of a second ETOPS qualified individual, and
3. It verifies the effectiveness of the corrective actions to those ETOPS significant systems before the airplane enters the ETOPS area of operations. The verification action must be performed using ground verification methods, and in some instances, in-flight verification methods described in the next section of this AC. On an exception basis, the same ETOPS qualified technician under the supervision of an ETOPS qualified Central Maintenance Control person may perform the dual maintenance and the ground verification methods only if in-flight verification action is performed.
(b) The FAA acknowledges that the servicing of fluids and gases is not considered maintenance; however, these task when done improperly have adversely affected ETOPS operations. The certificate holder should recognize the hazard associated with improper servicing
Par 303 Page 16 and do all possible to mitigate the associated risk. Specifically, servicing tasks such as engine, APU, and generator system oil servicing are tasks that require high levels of attention. The FAA encourages the certificate holder to ensure that its programs have separate individuals perform such servicing. However, the FAA recognizes that many certificate holders’ routes and organizational structures may not lend themselves to these procedures. The certificate holder’s programs should include detailed servicing instructions or make readily available servicing instructions. Additionally, the certificate holders should consider including oil servicing in their ETOPS on-the-job training (OJT) program, regardless of whether one individual or multiple individuals perform the task.
e. Verification Program.
(1) The certificate holder must develop a verification program for resolution of airplane discrepancies (corrective action) in ETOPS significant systems. This program must include corrective action confirmation in specific areas such as engine shutdown, significant system failure, adverse trends, or any prescribed event that could affect an ETOPS operation.
The program must ensure corrective action is taken and confirmed successful before the airplane enters an ETOPS area of operation. The certificate holder must verify the effectiveness of the corrective actions and prior to ETOPS flight or entering EEP. The ground verification method is accomplished by following the ICA contained in the airplane maintenance manuals or the certificate holder’s maintenance manuals. These ICAs include built-in test equipment, functional, and operational checks that often include leak checks after ground runs.
(2) Normally, ground verification is acceptable to ensure corrective action. Under certain conditions, ground verification beyond that recommended in the ICA or in-flight verification maybe required. An example of a condition that would require an in-flight verification is the replacement of an APU component that could affect the APU’s ability to start at ETOPS cruise altitude after cold soaking. In-flight verification may be conducted on revenue flights provided the action is completed before the EEP. In those cases where the verification flight will reach the EEP approximately 60 minutes into the flight (e.g., departing from an island), and the inflight verification is for APU inflight starting which requires a two-hour cold soak, (see subparagraph 303m, APU In-Flight Start Program), the operator can initiate the flight with the APU running and shut it down two hours prior to top of descent and initiate the inflight APU start before top of descent. Ground maintenance personnel must coordinate with flight operations personnel whenever an in-flight verification is required. Each certificate holder must identify its ETOPS significant systems, ground verification requirements, and in-flight verification requirements in it ETOPS maintenance document.
(3) The certificate holder must establish a means to ensure any required verification action is accomplished. The certificate holder must include a clear description of who initiates verification actions and who is responsible for completing the actions in its ETOPS maintenance document.
f. Task Identification.
(1) The certificate holder must identify all tasks that must be accomplished or certified as complete by ETOPS qualified personnel. The intent is to have ETOPS trained maintenance
Par 303 Page 17 personnel accomplish these identified tasks because they are related to ETOPS. ETOPS specific tasks should be:
(a) Identified on the certificate holder’s work forms and related instructions, or
(b) Parceled together and identified as an ETOPS package.
(2) If a certificate holder does not identify ETOPS-related task in their current maintenance program, then all tasks must be accomplished by ETOPS-qualified personnel.
g. Centralized Maintenance Control Procedures. An ETOPS certificate holder, regardless of the size of the ETOPS fleet, must have a centralized entity responsible for oversight of the ETOPS maintenance operation. The certificate holder must develop and clearly define in its ETOPS maintenance document the specific procedures, duties, and responsibilities for involvement of their centralized maintenance control personnel in the ETOPS operation. These established procedures and centralized control processes would preclude an airplane from being dispatched for ETOPS flights after an engine IFSD, ETOPS significant system failure, or discovery of significant adverse trends in system performance without appropriate corrective action having been taken.
h. ETOPS Parts Control. The certificate holder must develop a parts control program that ensures that proper parts and configurations are maintained for ETOPS. The program must include procedures to verify that the parts installed on ETOPS airplanes during parts borrowing or pooling arrangements, as well as those parts used after repair or overhaul, maintain the necessary ETOPS configuration.
i. Enhanced CASS Program. The CASS program must be enhanced to include all of the elements of the ETOPS CAMP. The program must include the additional reporting procedures for significant events detrimental to ETOPS flights contained in appendix G to part 135.
j. Propulsion System Monitoring.
(1) The certificate holder must conduct an investigation into the cause of each IFSD and submit findings to the responsible Flight Standards office. If the certificate holder or the office determines that corrective action is necessary. The certificate holder must implement a corrective action. For all propulsion system reportable events the certificate holder should determine whether corrective action is required. If the cause of an event is identified within a certificate holder’s area of responsibility, the certificate holder should take immediate corrective action.
(2) Causes of IFSDs or other engine/propulsion system problems may be associated with type design problems, and/or maintenance and operational procedures applied to the airplane. It is very important to identify the root cause of events so that an indication of corrective action is available; a fundamental design problem requires an effective final fix.
Repetitive inspections may be satisfactory as interim solutions but long term design solutions such as terminating actions, may be required. Design problems can affect an entire fleet of airplanes. A certificate holder, who experiences a failure that is a type design-related event, should not be operationally penalized by the Administrator for a problem that is design-related
Par 303 Page 18 and may not be of their own making. However, maintenance or operational problems may be wholly, or partially, the responsibility of the certificate holder.
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 they should establish a program that demonstrates an equivalent level of monitoring and data analysis. The goal of this monitoring program should be 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 FAA recommends a five-day maximum interval. 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 any 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 are not regularly recorded, it would be difficult to determine whether the oil added during an ETOPS PDSC 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 an 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 calculated by maintenance personnel as part of the predeparture 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
Par 303 Page 19 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 should include periodic sampling of each airplane’s APU in-flight starting capabilities. Specifically, the certificate holder should 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 the responsible Flight Standards office 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 APU in-flight start rate 12 month rolling average 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 IAW the applicable Configuration, Maintenance, and Procedures (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 constrains, 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 the responsible Flight Standards office 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 the responsible Flight Standards office.
The final report should include corrective actions taken as well as the status of corrective action programs and fleet upgrades.
n. Maintenance Training.
(1) 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.
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(2) The certificate holder must review the existing airplane-engine combination maintenance training program with the responsible Flight Standards office to ensure that it adequately provides the necessary training. 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 personnel involved in ETOPS properly accomplish ETOPS maintenance requirements. The certificate holder is responsible with acceptance from the responsible Flight Standards office to determine which personnel are involved in ETOPS, and must 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 Hangar 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 PDSCs 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 a heavy maintenance visit environment must be appropriately trained for ETOPS, but need not be ETOPS qualified. Recurrent training in all maintenance arenas 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.
(3) 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 who has 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 that newly introduced make and model airplane. In this instance, the training received from the manufacturer’s maintenance training program would be acceptable.
o. CMP.
NOTE: There may not be a CMP for aircraft operating under ETOPS manufactured prior to February 16, 2015, that are not type designed for ETOPS.
(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 is typically published and maintained by the airplane manufacturer and includes identified CMP requirements. The certificate 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
Par 303 Page 21 exists for an ETOPS certificate holder’s airplane, the certificate holder must ensure that all applicable:
(a) Configuration features are installed in the airplanes and engines,
(b) Maintenance procedures are incorporated into the maintenance program, and
(c) Demonstrated capabilities are incorporated into the flight operations manual and the MEL, as required.
(d) Operators must coordinate any deviation from the manufacturer’s CMP requirements with the responsible Flight Standards office or Aircraft Certification Service 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 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 the responsible Flight Standards office 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.
p. Reporting Requirements.
(1) In addition to the reporting requirements of §§ 135.415 and 135.417, the certificate holder must report the following items on their ETOPS airplanes (regardless of ETOPS or non-ETOPS operation) to the responsible Flight Standards office.
(a) IFSDs, except planned IFSDs performed for flight test.
(b) Diversions and turn backs for failures, malfunctions, or defects associated with any ETOPS significant systems.
(c) Uncommanded power or thrust changes or surges.
(d) Inability to control the engine or obtain desired power or thrust.
(e) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.
(f) Failures, malfunctions, or defects associated with ETOPS significant systems.
(g) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight.
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(2) The certificate holder must submit a report quarterly to the responsible Flight Standards office and the airplane and engine manufacturer for each airplane authorized for ETOPS containing the hours and cycles for each airplane. The reports may be submitted in an electronic format.
Par 400 Page 23 CHAPTER 4. ETOPS FLIGHT PLANNING
400. TIME-LIMITED SYSTEMS REQUIREMENTS.
a. For ETOPS, the time required to fly the distance to the planned ETOPS alternate(s), at the all-engines-operating cruise speed, correcting for wind and temperature, may not exceed the time specified in the Aircraft Flight Manual (AFM) for the airplane’s most limiting fire suppression system time required by regulation for any cargo or baggage compartments (if installed), minus 15 minutes.
b. Except as provided in subparagraph a above for ETOPS, the time required to fly the distance to the planned ETOPS alternate(s), at the approved one-engine-inoperative cruise speed, correcting for wind and temperature, may not exceed the time specified in the AFM for the airplane’s most time limited system time (other than the most limiting fire suppression system time required by regulation for any cargo or baggage compartments) minus 15 minutes.
NOTE: Certificate holders operating multiengine airplanes whose AFM does not contain the time-limited system information needed to comply with the requirements of subparagraphs a and b above may continue ETOPS operations until February 15, 2015.
401. FLIGHT PLANNING/MANAGEMENT REQUIREMENTS.
a. Flight Information. In addition to the requirements of 14 CFR part 91, § 91.503, the certificate holder should ensure that the following information is available for use by the flightcrew member before departure:
(1) Planned route of flight.
(2) ETOPS entry/exit points.
(3) Planned ETOPS alternate airports.
(4) Equal Time Points (ETP).
(5) Fuel consumption and expected use log.
(6) Flight progress reporting points.
(7) Weather and status of services and facilities at all ETOPS alternate airports as well as a reasonable number of 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 departure.
b. Communication. Each airplane used in ETOPS must be equipped with two independent communication transmitters and receivers, at least one of which allows voice communication. Both of these systems must be operational at dispatch. The airplane must also have two headsets or one headset and one speaker installed and operational. In areas where voice
Par 401 Page 24 communication facilities are not available, or are of such poor quality that voice communication is not possible, communication using an alternative system such as data link must be substituted.
c. Potential Diversion Airports after Departure.
(1) After departure, designated ETOPS alternate airports are expected to remain at or above forecast operating weather minima. If the weather at the designated airports falls below operating minima, the flightcrew member should designate new ETOPS alternate airports within the ETOPS diversion limit that meet appropriate operating weather minima.
(2) The pilot or certificate holder 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. If this monitoring is done by the certificate holder, a reliable method of communication with the airplane must be readily available.
(3) During the course of the flight, the flightcrew member must be aware 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.
(4) Before an ETOPS flight proceeds beyond the EEP, the weather during the expected TOAs (from the earliest to the latest possible landing time) at the designated ETOPS alternates, as well as the landing distances, airport services, and facilities should be evaluated. If weather conditions at each ETOPS alternate are forecast to be below the operating minima in the certificate holder’s OpSpecs for that airport during this time (from the earliest to the latest possible landing time), another ETOPS alternate must be substituted within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima. The maximum diversion time determined by the newly selected ETOPS alternate(s) must not exceed 240 minutes.
(5) Once the flight has gone beyond the EEP, an unexpected worsening of the weather at the designated ETOPS alternate to below operating landing minima, or any event that makes the runway at that airport unusable does not require a turn back. It is expected that the PIC must, in coordination with the dispatcher if appropriate, exercise judgment in evaluating the situation and make a decision as to the safest course of action. This may be a turn back, or rerouting to another ETOPS alternate, or continuing on its planned routing.
d. Engine Failures. All multiengine part 135 airplanes must satisfy the performance requirements of part 135 subpart I in the event of engine(s) failure. The purpose of ETOPS flight planning is to provide the flightcrew with a minimum number of airports that are suitable for an en route diversion for any circumstance, including engine failure. For any situation that the PIC determines a diversion is necessary, no part of this AC is meant in any way to prejudice or limit the final authority and responsibility of the PIC for the safe operation of the airplane. The decision to divert to the planned ETOPS alternate or any other available airport will be a decision of the PIC based on his/her determination of what is the most suitable for the situation. The PIC