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.
Par 303 Page 20
(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.
Par 303 Page 22
(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
Par 401 Page 25 should consider all relevant factors in determining the suitability of an airport. The following factors and others may be relevant in determining whether or not an airport is suitable:
• 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 nearby terrain, weather, and wind,
• Runways available and runway surface condition,
• Approach navigation aids and lighting available,
• Availability of crash, rescue, and firefighting equipment,
• Facilities for passenger and crewmember disembarkation and accommodations, and
• Pilot’s familiarity with the airport.
e. One Engine Failure. 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 accommodations, other than passenger safety, and
• Availability of maintenance or repair resource.
f. System Failures and Partial Failures. If, as a result of reevaluating airplane systems, a change in flight plan is required, the pilot should revise the flight plan information based on the conditions, including weather conditions, at designated ETOPS alternates.
g. Other Diversion Scenarios. During ETOPS an airplane may divert for reasons other than an engine or systems failure such as medical emergencies, onboard fire or decompression.
The nature of the emergency and the 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 available information. The ETOPS alternate airports required by appendix G to part 135, § G135.2.5, Operational Requirements, and designated for a particular flight provide one option to the PIC. However, these ETOPS alternates may not be the only airports available for the diversion and nothing in this guidance in any way limits the authority of the PIC.
402. ETOPS FUEL PLANNING REQUIREMENTS. A certificate holder should consider the following factors when determining the amount of fuel to carry onboard an airplane departing on an ETOPS flight:
a. Unique Planning Factors.
(1) Current forecast winds and meteorological conditions along the expected flight path at the appropriate one-engine-inoperative cruise altitude and throughout the approach and landing;
Par 402 Page 26
(2) Any necessary operation of ice protection systems and performance loss because of ice accretion on the unprotected surfaces of the airplane;
(3) Any necessary operation of the APU, including APU oil consumption;
(4) Loss of airplane pressurization; consideration should be given to flying at an altitude meeting passenger and crewmember oxygen requirements in the event of loss of pressurization;
(5) Holding for 15 minutes over the airport with a subsequent approach and landing;
(6) Required navigational accuracy; and
(7) Any known ATC delays or restrictions.
b. Fuel Supply. No person may dispatch or release for flight or takeoff a multiengine airplane in ETOPS unless the fuel carried onboard is the greater of:
(1) Fuel required under § 135.223, or;
(2) Considering wind and other weather conditions expected, it has enough fuel to satisfy subparagraphs (a) through (d) below:
(a) Greater of the fuel sufficient to fly to an ETOPS alternate:
1. Assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 135.157, or;
2. 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 § 135.157, or;
3. 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.
(b) Upon reaching the alternate, hold at 1,500 ft above field elevation for 15 minutes and then conduct an instrument approach and land.
(c) 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 subparagraph (a) 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, allow 5 percent of the fuel required for subparagraph (a) 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.
Par 402 Page 27
(d) After completing the calculation in subparagraph (c), compensate in subparagraph (a) above for the greater of:
1. 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 °C, or if the outside air temperature is between 0 °C and -20 °C with a relative humidity of 55 percent or greater.
2. Fuel for engine anti-ice, and if appropriate wing anti-ice for the entire time during which icing is forecast.
(e) Unless the certificate holder has a program established to monitor airplane in service 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 in subparagraph (a) (after completing the calculation in subparagraph (c)) by 5 percent to account for deterioration in cruise fuel burn performance.
(f) If the APU is a required power source, then its fuel consumption must be accounted for during the appropriate phases of flight.
(g) 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 subparagraph (d) above may apply to some models of airplane based on their characteristics and the manufacturer’s recommended procedures.
403. ETOPS ALTERNATE WEATHER MINIMA REQUIREMENTS. Alternate weather minima standards specified in a certificate holder’s OpSpecs apply to destination and en route alternates. A summary of a typical certificate holder’s ETOPS OpSpecs is reflected in the table below. An individual certificate holder’s OpSpec will reflect its current requirements. Although no consideration for the use of Global Positioning System (GPS)/Area Navigation (RNAV) approaches is presented here, operators may request to receive this authorization through the FAA, which would be reflected in the operator’s OpSpecs.
Par 403 Page 28
ETOPS ALTERNATE MINIMA 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 straight –in non-precision approach procedure, or Category (CAT) I precision approach, or, when applicable, a circling maneuver from an IAP.
Add 400 ft to the MDA or DH as applicable Add 1 statute mile (sm) or 1,600 meters 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 DH or MDA of the two approaches used.
Add 1/2 sm or 800 meters to the higher authorized landing minimum of the two approaches used.
One useable authorized CAT II
ILS IAP 300 ft 3/4 sm (1,200 meters) or Runway Visual Range (RVR) 4,000 feet (1,200 meters) One useable authorized CAT III
ILS IAP 200 ft 1/2 sm (800 meters4) or RVR 1,800 feet (550 meters)
404. LANDING DISTANCE REQUIREMENTS. For the runway expected to be used, the landing distance available must be sufficient based on AFM landing performance data to meet the landing distance limitations specified in § 135.385 or § 135.393. The certificate holder should take into account the altitude of the airport, wind conditions, runway surface conditions, and airplane handling characteristics.
1 When determining the usability of an IAP, wind velocity plus gust must be forecast within operating limits, including reduced visibility limits.
2 Conditional forecast elements need not be considered, except that a PROB40 or TEMPO condition below the lowest applicable operating minima should be considered.
3 When departing using the provisions of the MEL, those MEL limitations affecting instrument approach minima should be considered in determining ETOPS alternate minima.
4 For operations outside United States, because of variations in the international metric weather forecasting standards, 700 meters may be used in lieu of 800 meters.
Par 500 Page 29 CHAPTER 5. APPLICATIONS TO CONDUCT ETOPS The unique nature of long-range operations 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. Each certificate holder applying for ETOPS approval should demonstrate the ability to continuously maintain and operate the particular airframe systems and engines at levels of reliability appropriate for the intended operation. The certificate holder also should show that it has trained its personnel to achieve competency in ETOPS. The certificate holder should show compliance with the flight operations and, if applicable, the maintenance requirements of this AC.
Before a certificate holder is granted operational approval, the FAA Administrator will examine its capability to conduct operations and implement effective ETOPS programs IAW the criteria detailed in this AC. Only certificate holders who have demonstrated capability to conduct long-range flights will be considered for approval. The flights conducted under ETOPS authority will be limited to a maximum diversion time of 240 minutes from an ETOPS alternate airport, at an approved one-engine-inoperative cruise speed (under standard conditions in still air) selected by the certificate holder from a range of speeds approved by the FAA that is within the certificated operating limits of the airplane.
500. APPLICATION REQUIREMENTS FOR ETOPS APPROVAL.
a. Approval. A certificate holder requesting approval for ETOPS should submit the request, with any required supporting data, to the responsible Flight Standards office at least 60 days before the proposed start of ETOPS operations. The certificate holder’s application will be for a specific airplane-engine combination and should address the following topics: (See Appendix 2 for an application checklist.)
b. Airplane. The applicant should list the specific make and model of airplane and engine and the airplane serial and registration numbers to be used in ETOPS.
c. Airplane Performance. The altitudes and airspeeds used for establishing the ETOPS area of operation for each airframe-engine combination should be shown to permit compliance with the terrain and obstruction clearance requirements of §§ 135.381, 135.383, and the requirements of § 135.181(a)(2), as may be applicable.
d. MEL. The certificate holder should submit an MEL, or revision to its MEL, developed IAW the Master Minimum Equipment List (MMEL), appropriate to ETOPS.
e. Communication and Navigation Facilities. As per § 135.165, the certificate holder must demonstrate the availability of two-way communication during diversion at anticipated diversion altitudes.
f. Training. The certificate holder should document that it has incorporated ETOPS training into its crewmember training programs, and that personnel conducting ETOPS training are properly qualified.
Par 501 Page 30
501. OPERATING EXPERIENCE REQUIREMENTS.
a. Each certificate holder requesting approval to conduct ETOPS should have appropriate operational experience, including sufficient maintenance and operation familiarity with the particular airframe-engine combination. Appropriate operational experience involves conducting long-range flights that require more complex flight planning and careful execution in areas where diversion alternatives are limited.
b. A certificate holder must satisfy the operating experience requirements of § G135.2.2.
as stated in Chapter 3, subparagraph 302a of this AC.
502. VALIDATION FLIGHT REQUIREMENTS.
a. Before granting initial ETOPS authorization, the FAA may require validation testing to demonstrate the certificate holder’s ability to safely conduct ETOPS. Validation testing may be included as part of a certificate holder’s airplane proving test as required by § 135.145.
Validation testing can include evaluation of the certificate holder’s policies and procedures, systems, and, where practical, flight simulation or table-top simulation. In some cases, a validation flight may be required.
b. If required, a validation flight can be included in proving flights and can be flown using representative ETOPS routes. The Air Transportation Division will determine the conditions for each certificate holder’s validation testing following a review, on a case-by-case basis, of the certificate holder’s experience and the proposed operation. In the event a proving test did not include ETOPS validation, the certificate holder shall notify the responsible Flight Standards office at least 7 days before conducting the first ETOPS flight to allow the FAA to monitor the operation.
NOTE: Validation flights may not be required for certificate holders that meet the operating experience requirements of § G135.2.2.