Par 207 Page 7 of failures. Whereas most airplanes operate in an environment where there is a choice of diversion airports available within close proximity to the route of flight, an airplane conducting ETOPS may have only one alternate within a range dictated by the endurance of a particular airframe system. Therefore, it is important that any airport designated as an ETOPS alternate airport has the capabilities and facilities to safely support the airplane and its passengers and crewmember for the diversion. The weather conditions at the time of arrival (TOA) should provide assurance that adequate visual references are available upon arrival at decision height (DH) or minimum descent altitude (MDA), and the surface wind conditions and corresponding runway surface conditions must be within acceptable limits to permit the approach and landing to be safely completed with an engine and/or systems inoperative.
b. When the airplane departs on a route planned for ETOPS, an en route alternate must meet alternate weather requirements specified in the certificate holder’s OpSpec. Because of the natural variability of weather conditions with time, as well as the need to determine the suitability of a particular en route alternate before departure, such requirements are higher than the weather minimums required to initiate an instrument approach. This is necessary to provide for some deterioration in weather conditions after planning, prior to the time that the instrument approach will be conducted. This increases the probability, considering weather conditions, that the flight will land safely after a diversion to an alternate airport.
c. While en route, the forecast weather for designated ETOPS alternate airports is expected to remain at or above operating minima. This allows the pilot in command (PIC) of an ETOPS flight to successfully resolve diversion decisions. While in-flight, the suitability of an ETOPS alternate airport is based solely on a determination that the weather and field conditions at that airport at the predicted TOA will permit an instrument approach to be initiated and a safe landing completed.
208. ETOPS IN-SERVICE EXPERIENCE.
a. Safety is enhanced when, before conducting ETOPS, a certificate holder gains operational experience in the type of airplane capable of ETOPS, and with the operational environment typically encountered on longer range flights in areas where airports available for an en route diversion are limited. Typically, this involves prior operational experience on overwater flights to international areas of operation IAW part 135. However, it is recognized that once a certificate holder is authorized to conduct ETOPS with one type of airplane, the procedures and systems are in place to support additional airplane types. Therefore, when a certificate holder currently authorized to conduct ETOPS adds additional ETOPS capable airplane types, the 12 months experience requirements under appendix G, part 135, § G135.2.2.
Required certificate holder experience prior to conducting ETOPS, will not apply.
b. A firm commitment by the certificate holder to establish adequate ETOPS procedures before the start of actual operations, and continued commitment throughout the life of the program to continually review these procedures, is a significant factor in safe and reliable ETOPS.
Par 300 Page 8 CHAPTER 3. REQUIREMENTS FOR ETOPS AUTHORIZATION Section 135.364 permits operation of passenger-carrying airplanes over a route that contains a point farther than 180 minutes flying time from an airport in still air at normal cruising speed with one engine inoperative when approved by the Administrator. Certificate holders seeking approval for ETOPS must incorporate ETOPS requirements into their approved operations, and if required, maintenance programs. ETOPS must be authorized in the certificate holder’s OpSpecs and conducted in compliance with those sections of part 135 applicable to ETOPS, including appendix G.
Two independent transmitters and two independent receivers, appropriate to the planned route, are required for ETOPS flights. At least one of each must be capable of voice communication. If operating in areas where voice communication is not possible or of poor quality, alternate systems such as data link may be used.
300. AIRPLANE REQUIREMENTS FOR ETOPS AUTHORIZATION.
a. Airplanes Manufactured after February 15, 2015. No person may operate a passenger-carrying multiengine airplane that was manufactured after February 15, 2015 IAW ETOPS unless the airplane is certificated for ETOPS under 14 CFR part 25, § 25.1535.
b. Airplanes Manufactured on or Before February 15, 2015. Passenger-carrying, multiengine airplanes manufactured on or before February 15, 2015 do not need to be type designed for ETOPS IAW § 25.1535. However, the airplane should be acceptable to the Administrator.
301. CERTIFICATE HOLDER REQUIREMENTS FOR ETOPS AUTHORIZATION.
a. Operational Experience.
(1) As international operating experience typically involves long-range flights, before applying for authorization to conduct ETOPS a certificate holder must have at least 12 months experience operating a transport category multiengine airplane in international operations (excluding Canada and Mexico). Operations to or from the State of Hawaii may be considered as experience in international operations.
(2) Certificate holders granted authority to operate under part 135 or part 121 before February 15, 2007, may credit up to 6 months of domestic operating experience (including Canada and Mexico) in a transport category airplane as part of the required 12 months of international experience.
(3) Operating experience gained by a certificate holder in operating any type of equipment in ETOPS may be credited towards the operating experience requirements.
b. Oversight Activities.
(1) Certificate holders should ensure that:
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(a) All appropriate management personnel are aware of the unique and demanding nature of ETOPS.
(b) Airplanes involved in ETOPS receive the highest feasible level of flight-following services.
(2) Certificate holders should:
(a) Ensure that airplanes flown IAW ETOPS are maintained and equipped according to recommended ETOPS standards and practices.
(b) Ensure that flightcrew and maintenance personnel involved in ETOPS are properly trained and qualified in all aspects of ETOPS per the certificate holders approved programs.
(c) Develop a minimum equipment list (MEL) that reflects the unique aspects of ETOPS for each type of airplane operating IAW ETOPS.
(d) In addition to the information required in § 135.83, certificate holders must ensure flightcrew members, for preflight and during flight, have access to the most current information available about possible ETOPS alternates, destination and destination alternate airports to include:
1. Airports.
• Facilities (for example, snow removal, fuel availability, aircraft rescue, and firefighting capability)
• Navigation and communications aids,
• Construction affecting takeoff, landing, or ground operations, and
• Air traffic facilities.
2. Runways, clearways, and stopways.
• Dimensions,
• Surface,
• Marking and lighting systems, and
• Elevation gradient.
3. Displaced thresholds.
• Location,
• Dimensions, and
• Take off, landing or both.
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302. FLIGHTCREW MEMBER TRAINING REQUIREMENTS FOR ETOPS. The certificate holder’s flightcrew member training program must provide ETOPS training for flightcrew member IAW its approved program for ETOPS. The training should include, but is not limited to, the following areas:
a. ETOPS regulations and advisory materials.
b. Review of representative routes and airports within an ETOPS area of operation.
c. Procedures for determining the ETOPS Entry Point (EEP) and maximum diversion distance allowed under ETOPS.
d. Procedures for determining, before entry into an ETOPS area of operation, that critical systems and components are operating within normal parameters. Critical Systems and components that may affect the decision to enter into the ETOPS area of operation include, but are not limited to the following:
(1) Engines and powerplants.
(2) Pressurization.
(a) Dual sources of pressurization.
(b) Automatic pressurization mode.
(3) A sufficient supply of oxygen for the planned flight, and the impact oxygen endurance may have on fuel requirements.
(4) Auto flight system, including:
(a) Altitude hold.
(b) Heading hold.
(5) Electrical systems.
e. Airplane performance, including engine-out performance data, driftdown, engine-out service ceiling data, and engine-out instrument approach procedures (IAP).
f. Flight preparation, planning, and preflight, including:
(1) ETOPS alternate airport requirements.
(2) Conduct a crewmember briefing for each ETOPS leg.
(3) Inflight procedures for updating weather forecasts and other reports of airport conditions.
(4) Fuel/oil requirements at departure, including calculation of reserves required for:
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(a) Identification of the most critical fuel-use scenario and most critical point for a diversion during a flight, considering possible one engine failure and/or airplane depressurization with all engines operating or one engine out.
(b) The uncertainty of long term terminal and en route weather forecasts.
(c) The uncertainty of en route wind forecasts in remote areas.
(d) Possible navigational inaccuracy.
g. Flight progress monitoring, including fuel management procedures in the event a diversion is necessary for any reason.
h. Criteria for selecting appropriate ETOPS alternate airports, both during flight planning and in flight, including the impact of en route changes in weather forecasts and other operational conditions that may impact use of these airports.
i. Procedures and guidelines for making timely and appropriate diversion decisions and implementing appropriate diversion procedures, including:
(1) Use of alternate navigation and communication systems, including flight management devices.
(2) Abnormal and emergency procedures to be followed in the event of equipment or systems failures during ETOPS, including:
(a) Considerations for single, multiple, and compounding (that is, one failure leads directly or indirectly to the failure of another piece of equipment) failures in flight that would precipitate a go/no-go and diversion decision. For example, if standby sources of electrical power significantly degrade cockpit instrumentation to the pilots, training should include considerations for flying an instrument approach with instruments powered only by an alternate source of electrical power.
(b) Operational restrictions associated with equipment or component/systems failures, including restrictions associated with existing deferred maintenance items (MEL and/or Configuration Deviation List (CDL) considerations).
(c) Use of emergency equipment, including duration of time limited systems such as battery, oxygen, and fire extinguishing.
(d) Procedures to be followed in the event a planned ETOPS alternate airport is no longer acceptable.
j. Understanding of normal and abnormal/emergency procedures for additional or equipment modified specifically for ETOPS (modified oxygen and fuel systems).
k. Fuel management procedures and monitoring/logging procedures to be followed during the en route portion of the flight. These procedures should provide for an independent cross
Par 302 Page 12 check (manual versus automatic or pilot versus copilot) of fuel quantity indicators. For example, fuel flows could be used to calculate fuel burned and compared to fuel loaded minus indicated fuel remaining.
l. ETOPS Predeparture Service Check (PDSC) is a maintenance task, performed by trained, qualified, and certificated maintenance personnel immediately prior to an ETOPS flight.
In the event an ETOPS flight is departing from an airport lacking the required maintenance personnel to perform the task, a flightcrew member that holds an airframe and powerplant certificate and is ETOPS trained and qualified to perform the PDSC, may perform the task.
m. Methods of maintaining position and situational awareness.
n. Methods of determining the location of the nearest en route alternate airports.
o. Use of plotting charts, both preflight and in flight.
p. Responsibilities following an unscheduled landing.
NOTE: Check airman used by the certificate holder for ETOPS training should ensure standardized flightcrew member practices and procedures are followed and emphasize the special nature of ETOPS. In addition to the check airman qualification and training requirements of §§ 135.337 and 135.339, certificate holders should require that company check airman understand the unique requirements of ETOPS.
303. MAINTENANCE REQUIREMENTS FOR TWO-ENGINE ETOPS AUTHORIZATION. The certificate holder conducting ETOPS with two-engine airplanes must comply with the ETOPS maintenance requirements as specified in § 135.411(d), which are discussed in this section.
a. Maintenance Program Requirements. The basic maintenance program for the airplane being considered for ETOPS is the certificate holder’s Continuous Airworthiness Maintenance Program (CAMP). Each airplane authorized to conduct ETOPS must be maintained under such a program as provided in § 135.411(a)(2) regardless of the airplane-engine combination, size and seating configuration, plus the additional requirements contained in appendix G to part 135. In addition to the basic, minimum CAMP requirements, the certificate holder must develop and use an ETOPS maintenance program to include the following:
(1) CAMP. The basic maintenance program for the airplane being considered for ETOPS is a CAMP that may currently be approved for a non ETOPS certificate holder for a particular make and model airplane-engine combination. The basic CAMP must be a maintenance and inspection program that contains the instructions for continued airworthiness (ICA) based on the manufacturer’s maintenance program, or those contained in a certificate holder’s maintenance manual approved in its OpSpecs. The certificate holder and its responsible Flight Standards office must review the CAMP to ensure it provides an adequate basis for development of an ETOPS maintenance program. The certificate holder’s ETOPS CAMP must include specific basic ETOPS requirements, which will be incorporated as supplemental requirements to the CAMP. These supplemental requirements include the enhanced maintenance
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