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(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.
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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.
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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.
Par 600 Page 31 CHAPTER 6. FAA APPROVAL
600. ETOPS APPROVAL PROCEDURES.
a. For certificate holders seeking ETOPS authority for the first time, the application and supporting data, along with the responsible Flight Standards office’s principal inspectors (PI) (Principal Maintenance Inspector (PMI), Principal Avionics Inspector (PAI), and Principal Operations Inspector (POI)) recommendations are forwarded to the Air Transportation Division, review and concurrence. The Air Transportation Division will authorize ETOPS operations or state what additional requirements are necessary to gain ETOPS authorization. When authorized by the Air Transportation Division, the responsible Flight Standards office will issue the certificate holder OpSpecs authorizing ETOPS.
b. For certificate holders that have existing ETOPS authority, the application and supporting data should be forwarded to the responsible Flight Standards office for approval. The office will issue the certificate holder OpSpecs authorizing additional ETOPS airplane-engine combinations and/or areas of operation.
601. ETOPS OPSPECS. At a minimum, OpSpecs for ETOPS should provide the following authorizations and limitations:
a. Approved airframe-engine combination(s).
b. Current approved CMP standard required for ETOPS, if appropriate.
c. ETOPS area(s) of operation.
d. Approved maintenance and enhanced CASS program for ETOPS including those items specified in the type design approved standard, if required.
e. Identification of the airplanes authorized for ETOPS by make, model, serial, and registration number.
602. PROCESSES AFTER RECEIVING ETOPS AUTHORITY. If the certificate holder fails to maintain its ETOPS program and operation IAW regulations and this guidance, or if the airplane does not perform IAW its ETOPS type design requirements, the responsible Flight Standards office may initiate a special evaluation. This may result in the imposition of any necessary, prudent operational restrictions and corrective action to resolve problems in a timely manner. If any problem associated with airplane design is identified, the responsible Flight Standards office should notify the Aircraft Certification Service office responsible for type design approval.
603. CHANGES TO APPROVED ETOPS OPERATIONS, MAINTENANCE, AND TRAINING PROCEDURES. Following final ETOPS approval, if a certificate holder determines a need to make substantial changes to its ETOPS operations, maintenance and training procedures, it should submit such changes in a timely manner to the responsible Flight Standards office for review and acceptance before incorporation. The certificate holder and the office should negotiate what constitutes a substantial change to allow flexibility and take into
Par 603 Page 32 consideration a certificate holder’s ETOPS experience. What is considered substantial for a new entrant ETOPS certificate holder may be considerably different than for a certificate holder with many years of ETOPS experience.
Appendix 1 APPENDIX 1. DEFINITIONS The following definitions are applicable to Extended Operations (ETOPS). They include definitions from Title 14 of the Code of Federal Regulations (14 CFR) parts 1 and 135 definitions as well as terms that are used within the context of this advisory circular (AC) with respect to ETOPS:
1. Adequate Airport. An airport that an airplane operator may list with approval from the Federal Aviation Administration (FAA) because that airport meets the landing limitations of part 135, § 135.385 or is a military airport that is active and operational (airports outside FAA jurisdiction may be considered adequate provided that they are determined to meet the equivalent standards and intent of § 135.385).
2. Extended Operations (ETOPS). An operation authorized under part 135 that has a point on a planned routing that is beyond 180 minutes flying time (in still air at normal cruise speed with one engine inoperative) from an adequate airport.
3. ETOPS Area of Operation. The area between 180 minutes and 240 minutes flying time (as determined in the ETOPS definition above) from an adequate airport.
4. ETOPS Alternate Airport. An adequate airport listed in the certificate holder’s operations specifications (OpSpecs) that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS. This definition applies to flight planning and does not in any way limit the authority of the pilot in command (PIC) during flight.
5. ETOPS Entry Point (EEP). EEP is the first point on the route of an authorized flight which is more than 180 minutes from an adequate airport. The EEP is calculated at an approved one-engine-inoperative cruise speed under standard conditions in still air.
6. ETOPS Dual Maintenance. Maintenance on the “same” ETOPS significant system. Dual maintenance is maintenance actions performed on the same element of identical, but separate ETOPS significant systems during a scheduled or unscheduled maintenance visit. Dual maintenance on “substantially similar” ETOPS significant systems means maintenance actions performed on engine-driven components on both engines during the same maintenance visit.
7. ETOPS Significant System. An airplane system, including the propulsion system, the failure or malfunctioning of which could adversely affect the safety of an ETOPS flight, or the continued safe flight and landing of an airplane during an ETOPS diversion. Each ETOPS significant system is either an ETOPS group 1 significant system or an ETOPS group 2 significant system.
a. An ETOPS group 1 significant system.
(1) Has fail-safe characteristics directly linked to the degree of redundancy provided by the number of engines on the airplane.
(2) Is a system, the failure or malfunction of which could result in an in-flight shut down (IFSD), loss of thrust control, or other power loss.
Appendix 1
(3) Contributes significantly to the safety of an ETOPS diversion by providing additional redundancy for any system power source lost as a result of an inoperative engine.
(4) Is essential for prolonged operation of an airplane at engine inoperative altitudes.
b. An ETOPS group 2 significant system is an ETOPS significant system that is not an ETOPS group 1 significant system. Group 2 system failures will not cause aircraft flight performance loss or cabin environment problems but may result in diversions or turn backs.
8. ETOPS Qualified Personnel. A person performing maintenance for the certificate holder, who has satisfactorily completed the certificate holder’s ETOPS qualification program.
9. Equal Time Point (ETP). A point on the route of flight where the flight time, considering wind, to each of two selected airports is equal.
10. In-Flight Shut Down (IFSD). When an engine ceases to function (when the airplane is airborne) and is shutdown, whether self-induced, flightcrew-initiated or caused by an external influence. The FAA considers IFSD for all causes: for example, flameout, internal failure, flightcrew-initiated shutdown, foreign object ingestion, icing, inability to obtain or control desired thrust or power, and cycling of the start control, however briefly, even if the engine operates normally for the remainder of the flight. This definition excludes the airborne cessation of the functioning of an engine when immediately followed by an automatic engine relight and when an engine does not achieve desired thrust or power but is not shutdown.
11. North Polar Area. The entire area north of 78º North latitude.
12. One-Engine-Inoperative Cruise Speed (Approved). For the purposes of the part 135 applicable to ETOPS, the one-engine-inoperative cruise speed is a speed selected by the certificate holder from a range of speeds approved by the FAA that is within the certificated operating limits of the airplane. This speed is used to determine whether a proposed routing is subject to the requirements of appendix G of part 135 (ETOPS) and is used during ETOPS flight planning for calculating both fuel reserve requirements and the still air distance associated with the ETOPS area of operation for a specific flight.
13. Satellite Communications (SATCOM). SATCOM equipment.
Appendix 2 APPENDIX 2. ETOPS APPLICATION CHECKLISTS The following checklists are provided to facilitate a certificate holder’s application for Extended Operations (ETOPS) approval.
1. ETOPS APPLICATION CHECKLIST — MAINTENANCE Type Design
1. Date of type design and review of each airframe/engine for ETOPS.
2. In-service experience for each airframe/engine combination:
a. Number of months/years of operational experience with the specific airframe/engine combination,
b. Total number of international (excluding Canada and Mexico) flights with the specific airframe/engine,
c. Airframe/engine hours and cycles,
d. In-flight shutdown rate (all causes),
e. Mean time between failure for ETOPS critical systems/components,
f. Record of auxiliary power unit (APU) start and run reliability,
g. Record of delays and cancellations, and identify causes by airplane system, and
h. Record of significant certificate holder events:
(1) Uncommanded power changes (surge or roll back),
(2) Inability to control engine or obtain desired power, and
(3) Total number of in-flight shutdown events.
Appendix 2 ETOPS Maintenance Requirements A Supplemental ETOPS Maintenance Program is required and must contain the following elements:
1. ETOPS Manual.
a. Identify as a chapter in the general maintenance manual.
b. Submit to the Flight Standards District Office (FSDO) 60 days before the implementation of ETOPS flights.
c. Preclude identical action being applied to multiple similar elements in ETOPS critical system (for example, fuel control change on both engines).
d. Identify ETOPS tasks on routine work forms and instructions.
e. Clearly define ETOPS procedures in maintenance program, such as centralized maintenance control.
f. Develop ETOPS service check:
(1) Verify the airplane status and ensure that certain critical items are acceptable.
(2) Have check signed off by an ETOPS qualified person.
2. Oil Consumption Program.
a. Reflect manufacturers’ recommendations.
b. Be sensitive to oil consumption trends.
c. Record the amount at dispatch stations.
d. Monitor running average consumption.
e. Include Spectrographic Oil Analysis Program (SOAP) samples, if meaningful to make and model.
f. Add APU to the program.
3. Engine Condition Monitoring.
a. Describe the parameters to be monitored.
b. Identify method of data collection.
c. Describe corrective action process.
d. Detects deterioration at an early stage.
Appendix 2 ETOPS Maintenance Requirements
4. Resolution of Airplane Discrepancies.
a. Describe verification program to ensure corrective action following:
(1) Engine shutdown,
(2) ETOPS significant system failure, and
(3) Adverse trends or any events, which require verification flight (or other action to assure their accomplishment).
b. Describe who must initiate verification actions and the section responsible for the determination of what action is necessary.
c. Describe the conditions requiring verification actions.
5. Enhanced Continuing Analysis and Surveillance System (CASS) Program.
a. Should be event-oriented.
b. Incorporate reporting procedures (96 hours) for significant events detrimental to ETOPS.
(1) In addition to the items in mechanical reliability reports (Title 14 of the Code of Federal Regulations (14 CFR) part 135, §§ 135.415 and 135.417), the following are included:
• In-flight shutdowns,
• Diversion or turn back,
• Uncommanded power changes or surges,
• Inability to control the engine or obtain desired power,
• Problems with systems critical to ETOPS, and
• Any other event detrimental to ETOPS.
(2) The report should identify the following:
• Airplane identification (make and N-number),
• Engine identification (make and serial number),
• Total time, cycles and time since last shop visit,
• For systems: time since overhaul or last inspection of the unit,
• Phase of flight, and
• Corrective action.
6. Propulsion System Monitoring In-Flight Shut Down (IFSD). Describe the process to investigate all IFSDs.
7. Maintenance Training. Focus on special nature of ETOPS and maintenance requirements.
Appendix 2 ETOPS Maintenance Requirements
8. ETOPS Parts Control.
a. Ensures proper parts and configuration are maintained for ETOPS.
b. Verify parts placed on ETOPS airplanes during parts borrowing or pooling arrangements.
c. Tracks and verifies those parts used after repair or overhaul.