D2085-B777 ETOPS_tm-R7

D2085-0-01-07-1

Phoon Kar Khiong TI (MT - Mech)

B777 ETOPS

Seah Jin Yong AM (MT - Mech)

01 DEC 2011 (1/REV. 07) 01 DEC 2011 Manual is also used in other courses with the B777 ETOPS topic

01 DEC 2011

INTENTIONALLY LEFT BLANK

01 DEC 2011

COURSE OBJECTIVES

This course aims to provide learners with an understanding on relevant generic knowledge of Extended Range Twin Engine Operations or ETOPS, so that they are able to pay special attention to maintenance requirements unique to ETOPS approved aircraft. (Generic ETOPS portion – same content as ETOPS course with Course code of B2042). The course also aims to provide the necessary training to emphasise the special nature of ETOPS maintenance requirements and to assure that ETOPS programs are properly accomplished for SQ B777 aircraft. (Specific ETOPS portion)

At the end of the course, you will be able to relate to the following aspects:



ETOPS (generic ETOPS)



SIA B777 ETOPS Maintenance Procedures (specific ETOPS)

01 DEC 2011

TOPICS

Topic

Pages

1.

ETOPS (Generic ETOPS)

1

-

37

2.

SIA B777 ETOPS Maintenance Procedures

1

-

39

3.

Appendices – Inspection Notices

A. Extended-Range Twin-Engine Operations (ETOPS) for B777

1

-

8

B.

ETOPS Verification Flight

1

-

3

C.

207-Min Extended-Range Twin-Engine Operations (ETOPS) for B777-200ER/ -300ER Aircraft

1

-

5

01 DEC 2011

CONTENTS

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COURSE CONTENT

1

ETOPS (generic ETOPS) 

General Overview on ETOPS· Define the philosophy of ETOPS State the acronym of ETOPS (Extended Range Twin Engine o Operations) State the definition of ETOPS o State the definition of terms related to ETOPS o Philosophy behind ETOPS o Outline the evolution of ETOPS Illustrate the original regulation for ETOPS o The Original Rule The 60 minutes Rule 

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General ETOPS Approval Process Outline the aircraft approval of ETOPS type design Outline the operational approval of the operators Outline the approval stages for ETOPS   

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State the general maintenance activities needed for ETOPS Define the Aircraft System Reliability for ETOPS Describe the general requirements for aircraft system reliability o Outline the specific areas that should be considered, such as: o Essential Systems Critical Systems Define the CMP Documentation Process Describe the general requirements for CMP Documentation o Process Outline the ETOPS Standards for CMP Documentation o Outline the distribution procedure for the documentation o Outline regulatory requirement for CMP Documentation o Outline the CMP Revision Process o 

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01 DEC 2011

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COURSE CONTENT 

ETOPS Regulatory Requirement Outline SAR 4.11 Appendix 1 Illustrate the regulatory requirements of SAR Chapter 4.11 o Appendix 1 for: Maintenance Programme and Procedures ETOPS Manual Oil Consumption Programme Engine Condition Monitoring Verification Programme after Maintenance Reliability Programme APU In-flight Start Capabilities Maintenance Training ETOPS Part Control Define the general service checks needed for ETOPS Outline the purpose of the Service Check o Outline when Service Check must be accomplished o Outline the items classified for service checks o Outline the requirements for Identical Maintenance on Critical Systems Outline ETOPS Maintenance Programme State requirements of a ETOPS Maintenance Programme o State the ETOPS Maintenance Dispatch o Outline the regulatory requirements for Minimum Equipment List (MEL) Outline the regulatory requirements for propulsion systems monitoring Outline the regulatory requirements for aircraft systems monitoring Define the general regulatory requirements for ETOPS Reporting procedure for Continuous Airworthiness 

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01 DEC 2011

#

COURSE CONTENT

2

SQ B777 ETOPS Maintenance Procedures (specific ETOPS)               

Introduction ETOPS Approval Configuration Control Dispatch Configuration and Maintenance Requirements ETOPS Pre-Departure Service Check (PDSC) ETOPS Significant Systems ETOPS Reliability Program Propulsion System Monitoring Program Oil Consumption Monitoring Program Engine Condition Monitoring Program ETOPS Maintenance Operating Restrictions Policy Resolution of Airplane Discrepancies Aircraft Dispatch ETOPS Training Program ETOPS Audit Program

01 DEC 2011

PROGRAMME

DAY

1

SUBJECT

HOURS

ETOPS (generic ETOPS) General Overview on ETOPS General ETOPS Approval Process General Maintenance Requirements for ETOPS ETOPS Regulatory Requirements

3

SQ B777 ETOPS Maintenance Procedures (Specific ETOPS) Introduction ETOPS Approval Configuration Control Dispatch Configuration and Maintenance Requirements ETOPS Pre-Departure Service Check (PDSC) ETOPS Significant Systems ETOPS Reliability Program Propulsion System Monitoring Program Oil Consumption Monitoring Program Engine Condition Monitoring Program ETOPS Maintenance Operating Restrictions Policy Resolution of Airplane Discrepancies Aircraft Dispatch ETOPS Training Program ETOPS Audit Program

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01 DEC 2011


UNCONTROLLED COPY - FOR TRAINING PURPOSE ONLY Revision Service Will Not Be Provided To The Holder 01 DEC 2011

T R A I N IN G M A N U A L ENGINEERING TRAINING DIVISION

For Training Purpose Only

INTRODUCTION Just imagine you are in a twin-engined aircraft and one of the engines happens to fail! Can you trust that the other engine will not fail? With just one engine, the aircraft is to reach an airport with the right landing requirements. An ETOPS diversion time of 60 minutes means the twin-engined aircraft must be able to reach, with just one engine, the nearest airport within ONE hour. If the aircraft is not maintained with a high reliability in mind, a disaster could happen. Engine is not the only system that is critical, there are other ETOPS critical system that must be maintained with a high reliability in mind.

A PASSENGER ON BOARD A TWIN-ENGINE PLANE WITH ONE ENGINE FAILURE

B777 ETOPS


D2085-A330 ETOPS_tm-R7 (folder) 01 DEC 2011

1



EXTENDED RANGE TWIN ENGINE OPERATIONS (ETOPS) ETOPS is the operation of two-engine aeroplane over geographical areas (not limited to land) that contain a point further than sixty minutes (60 minutes) flying time, (at the approved one-engine inoperative cruise speed under standard conditions in still air) from an adequate alternate aerodrome.

PURPOSE The purpose of ETOPS is to provide a very high level of safety while facilitating the use of twinjets on routes which were previously restricted to quad and trijet aircraft. ETOPS also permits more effective use of airline resources.

TRAINING SUPPORT The objective of the course is to familiarise engineering personnel with rules, procedures and maintenance requirements applicable to ETOPS.

ETOPS PHILOSOPHY

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DEFINITIONS Definitions related to the philosophy of ETOPS as defined in Civil Aviation Authority of Singapore (CAAS) Advisory Circular AC-FO 6/00 are as follow: (a) Aerodrome (i) Adequate For the purpose of ETOPS, an adequate aerodrome is an aerodrome, which the operator and the Authority consider to be adequate, having regard to the aeroplane performance requirements applicable at the expected landing weight. In particular, for a period of 60 minutes before and after the expected time of use, the aerodrome should: 



Be equipped to handle the aeroplane type and have necessary ancillary services, such as ATC, sufficient lighting, radio communications, weather reporting, navaids as well as emergency, rescue and fire fighting services (ERFFS) equivalent to the ICAO category 4. Such services (ERFFS) should be available at the aerodrome. Have at least one functional instrument approach letdown aid.

(ii) Suitable For ETOPS planning purposes, a suitable aerodrome is an adequate aerodrome where the weather (ceiling and visibility) forecast for a period two hours before and after the time of the intended operation are at or above operating minimas. (b) Auxiliary Power Unit (APU) A gas turbine engine intended for use as a power source for driving generators, hydraulic pumps and other aeroplane accessories and equipment and/or to provide compressed air for aeroplane pneumatic systems. The APU must be certified and available for inflight operations. (c) ETOPS Configuration, Standards

Maintenance

and

Procedures

(CMP)

The particular aeroplane configuration minimum requirements including any special inspection, hardware life limits, Master Minimum Equipment List (MMEL) constraints, and maintenance practices found necessary by the Authority to establish the B777 ETOPS



3



suitability of an airframe-engine combination for extended range operation. (d) Engine The basic engine manufacturer.

assembly

as

supplied

by

the

engine

(e) Extended Range Operations Extended range operations are those flights conducted over a route that contains a point further than 60 minutes flying time at the approved one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. (f) Extended Range Entry Point The extended range entry point is that point along the aeroplane’s outbound route, which is 60 minutes flying time, at the approved one-engine inoperative cruise speed (under standard conditions in still air, from the nearest adequate aerodrome. (g) Maintenance Personnel/Mechanics Licensed Ground Engineers, Maintenance Support Personnel. (h) In-flight Shutdown (IFSD) When an engine ceases to function in flight and is shutdown, whether self-induced, crew initiated or caused by some other external influence for all causes; – for example due to flameout, internal failure, crew initiated shutoff, foreign object ingestion, icing, inability to obtain and/or control desired thrust. (i) ETOPS Significant System (i) A system for which the fail-safe redundancy characteristics are directly linked to the number of engines e.g. hydraulic system, pneumatic system, electrical system. (ii) A system that may affect the proper functioning of the engine to the extent that it could result in an in-flight shutdown or uncommanded loss of thrust e.g. fuel system, thrust reverser or engine fire detection system. (iii) A system which contributes significantly to the safety of the flight and a diversion with one engine inoperative, such as back-up systems used in case of additional failure during the diversion. B777 ETOPS



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These include back-up or emergency generator, APU or systems essential for maintaining the ability to cope with prolonged operation at single engine altitudes, such as anti-icing systems. (iv) A system which certain failure conditions may reduce the safety of a diversion e.g. navigation, communication, equipment cooling, time limited cargo fire suppression, oxygen system. A system includes all elements of equipment necessary for the control and performance of a particular major function. It includes both the equipment specifically provided for the function in question and other basic equipment such as that necessary to supply power for the equipment operation. (i) Airframe System. Any system on the aeroplane that is not a part of the propulsion system. (ii) Propulsion System. The aeroplane propulsion system include each component that is necessary for propulsion: components that affect the control of the major propulsion units and components that affect the safe operation of the major propulsion units. (j) Approved One-Engine-inoperative Cruise Speed (i) The approved one-engine-inoperative cruise speed in still air for the intended area of operation shall be a speed, within the certificate limits of the aeroplane, selected by the operator and approved by the Authority. (ii) The operator shall used this speed to: 

 

Establish the area of operation and any dispatch limitation; Calculate of single engine fuel requirements; and Establish the level off altitude (net performance) data. This level off altitude (net performance) must clear any obstacle en-route by margins as specified in the applicable operational rule.

(iii) During actual in flight operations, none of the above shall detract from the pilot-in-command’s authority to deviate from the planned one-engine-inoperative cruise speed should he/she deem such action necessary to secure the safety of his flight.

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ORIGINAL REGULATION ORIGINAL RULE As early as 1936, the Federal Aviation Administration (FAA) was the first to restrict operations to an en-route area of operation that was within 100 miles of an adequate aerodrome. In those days, 100 miles was about 60 minutes flying time if an engine was inoperative. The original rule applied to all types of aircraft regardless of the number of engines.

60 MINUTES RULE The initial FAA 60 minutes rule was established in 1953. This rule focussed on the reliability of piston engines. In general, twin-engined aircraft were restricted to areas of operation defined as 60 minutes from an adequate airport at the one engine inoperative cruise speed (under standard conditions in still air). However, the rule was flexible. It permitted operations beyond 60 minutes if special approval was obtained from the administrator. There was no regulatory upper limit for this approval. This special approval was based on the character of the terrain, the kind of operation, and the performance of the aircraft. International Civil Aviation Organisation (ICAO) prescribes Standards and Recommended Practices as the minimum standards applicable to the Contracting State authorising the Air Operators to conduct international commercial air transport operations. The ICAO Standing Committee on Aircraft Performance reviewed piston engine failure data during 1953. Also in the 1950s, ICAO published recommendations stating that 90 minutes (two-engine speed) diversion time was acceptable for all aircraft. Many-non-US regulatory authorities adopted the more flexible ICAO recommendations and many non-US airlines started to operate their twins under this rule. Until the early 80s, no ETOPS requirement was addressed. The applicable diversion rule for two engine aircraft was that of the operator state. Note: Under FAA rule, for the US operators, maximum diversion time allowed remained 60 minutes, or greater with special approval.

B777 ETOPS



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ORIGINAL REGULATION

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NEW RULES AND DESIGN CONCEPT EVOLUTION OF ETOPS In the early 80s, an ICAO Study Group examined the feasibility of extended range operations with these new twinjets. To ensure that ETOPS were conducted with a very high level of safety, special criteria were defined. The end result was, unless the aircraft could meet special ETOPS safety criteria, ICAO recommended that all turbine powered aircraft be restricted to 60 minutes from an adequate airport at single engine speed. At the same time, the Federal Aviation Administration (FAA) had begun the initial investigation that resulted in Advisory Circular AC 120-42. Note: ETOPS is only applicable to jet engine aircraft. Piston engine aircraft cannot be used for ETOPS as they are not as reliable.

NEW RULES AND DESIGN CONCEPT

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INTRODUCTION OF 120 MINUTES ETOPS In 1985, the FAA issued the Advisory Circular AC 120-42 which established criteria to increase the ETOPS area of operation to 120 minutes at the single engine cruise speed under standard conditions in still air. Note: A 15% extension from 120 to 138 minutes was available under special conditions. Several other Civil Aviation Authorities also issued ETOPS criteria including:   

Civil Aviation Authority of Singapore (CAAS) Civil Airworthiness Authorities (CAA) from United Kingdom Direction Generale de L’Aviation Civile (DGAC) from France

These criteria were similar to the FAA criteria. In Europe, all national authorities are grouped under a common system called European Joint Aviation Authorities (JAA) in the late 1980s.

CONSEQUENCE ON AIRCRAFT DESIGN During this period, although most of the aircraft could satisfy the ETOPS performance requirements, no aircraft were able to meet the aircraft system and propulsion system requirements necessary for ETOPS. Therefore, modifications were necessary on these aircraft to improve the reliability of the propulsion systems and to increase the redundancy and performance of electrical, hydraulic, avionics and cargo fire protection systems. Following the implementation of those aircraft modifications and the very good experience overall with the 120 minutes ETOPS, it led the authorities and the industry to extent the diversion time to 180 minutes or even 207 minutes. It meant that almost any route in the world could be serviced by twinjets.

B777 ETOPS



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NEW RULES In 1988, the initial FAA Advisory Circular 120-42 was updated to allow 180 minutes ETOPS flight, therefore, AC 120-42 was cancelled and replaced by AC 120-42A. As early as 1990, a harmonisation process between the European JAA and the FAA was set up to review the actual rules but JAA and FAA rules remain distinct. As a result, JAA issued the GAI-20 (ACJ 20X6) which provides Temporary Guidance Material for ETOPS Certification and Operation for JAR OPS. In March 2000, FAA issued an ETOPS Policy Letter, EPL 20-1 for 207 minutes which is a 15% extension from 180 minutes.

NEW RULES

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REGULATIONS IN USE The main regulations in use are:    

SAR Chapter 4.11 from CAAS (Singapore) CAAS Advisory Circular AC-AOC-13 (0) (Singapore) Advisory Circular AC 120-42B from the FAA (United States) EASA/JAA AMC 20-6 (Europe)

In Singapore, ETOPS follows the regulation as stipulated by CAAS.

INTRODUCTION TO AUTHORITY REGULATIONS

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APPROVAL PROCESS GENERAL Although engine failure is a critical factor for ETOPS, it is not the only factor which is seriously considered in evaluating ETOPS. Some of the other factors are for example: Cargo compartment fire suppression, capability Probability of system failures Operational and maintenance practices



protection

and

bottle

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Therefore the airworthiness authorities have set up the following approval process.

THE APPROVAL PROCESS The Approval Process is a three-step process: 

Aircraft approval of the ETOPS type design



Operational approval of the operators: ETOPS maintenance o Engineering Reliability program o ETOPS dispatch o Flight operations program o o Training o



Continuing Surveillance

Note: The aircraft type design approval is a prerequisite to operational approval.

B777 ETOPS



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APPROVAL PROCESS

AIRCRAFT TYPE DESIGN APPROVAL PROCESS GENERAL The first step in the Approval Process is to determine that the aircraft is airworthy for ETOPS. This is done through a special evaluation called ETOPS Type Design Approval Process.

TYPE DESIGN CONSIDERATIONS The ETOPS Type Design Approval is granted by the Airworthiness Authority, from the respective country of aircraft manufacture/design is, when the special ETOPS Type Design considerations are met. These considerations include: 

  

Analysis of failure effects and reliability (propulsion and aircraft systems) In-service experience Maintenance and reliability program Human Factors (procedures and Flight Crew workload)

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Note: These considerations are covered in the two phases of the Type Design Approval under eligibility and capability.

ELIGIBILITY An aircraft is declared to be eligible for ETOPS if the applicant shows that the design features of the particular airframe/engine combination are suitable for the intended operation.

CAPABILITY An aircraft is declared capable for ETOPS if the applicant shows that the particular airframe/engine combination can achieve a sufficiently high level of reliability in service. Note: The FAA does not distinguish in the wording of Advisory Circular 120-42A between eligibility and capability.

TYPE DESIGN APPROVAL Upon satisfactory completion of the ETOPS evaluation process, the ETOPS Type Design will be reflected in the approved Aircraft Flight Manual and the Type Certification Data Sheet. Note: This finding does not constitute approval to conduct ETOPS.

OPERATIONAL APPROVAL PROCESS GENERAL Aircraft type design approval is a prerequisite to operational approval. It is necessary that the maintenance and operation experience is obtained with the airframe/engine combination prior t o starting ETOPS. Note: In the case of Singapore registered aircraft, ETOPS Operational Approval is issued by Civil Aviation Authority of Singapore (CAAS) with reference to CAAS AC-AOC-13 (0) and SAR 4.11.

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CONSIDERATIONS To obtain the operational approval process, the operator must elaborate procedures concerning:      

Requesting Approval Assessment of the Operator’s Propulsion System Reliability Engineering Modifications and Maintenance Programme Flight Preparation and In-flight Considerations Flight Crew Training, Evaluation and Operating Manuals Operational Limitations

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APPROVAL STAGES GENERAL Approval will usually be granted in stages. The progression from one stage to the next will be dependent on the operator providing proof that: 





The airplane type design continues to meet the requirements of the Manufacturer’s certifying authority (the authority of the country of manufacture). The maintenance and aeroplane reliability standards have met the established requirements and such standards are repeatable. The operational capabilities and standards are demonstrated and that the operator has a programme to continually monitor such operations and submit a report at regular intervals as specified by the authority.

Note: If 207 minutes ETOPS diversion time is to be implemented, there will be additional requirements on top of those stated for 180 minutes ETOPS. THE FOUR STAGES The four stages are: 

Operational approval criteria to extend range operations with a maximum diversion time of 90 minutes or less to an en-route alternate.

Operational approval for extended range operations with a maximum diversion time above 90 minutes up to 120 minutes to an en-route alternate.



Operational approval for extended range operations with a maximum diversion time above 120 minutes up to 180 minutes to en-route alternate.



Note:

Variations to these steps of diversion time, up to and not exceeding 15% of time stated for relevant stage may be approved, from time to time or under certain circumstances, is at the sole discretion of the Authority. Operators seeking such extension shall have to justify to the satisfaction of the Authority the case for such extension on a route by route basis.

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Operational approval for extended range operations with a maximum diversion time above 180 minutes up to 207 minutes to en-route alternate. (207 minutes ETOPS diversion time is 15% extension from 180 minutes.)

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T R A I N IN IN G M A N U A L ENGINEERING TRAINING DIVISION


AIRCRAFT AI RCRAFT SYSTEM RELIA REL IAB B ILITY IL ITY GENERAL ETOPS criteria for the certification of the product go beyond current certification rules in specific areas of more stringent requirements. Only modern twin-engined aircraft can meet these criteria without extensive modifications.

SPECIFIC AREAS The areas of more stringent requirements to match a level of reliability suitable for ETOPS are:  

The essential airframe systems (ESSENTIAL SYSTEMS) The propulsion systems (CRITICAL SYSTEMS)

ESSENTIAL SYSTEMS Typically these may include:           

Adequate status monitoring Cargo fire protection Fuel quantity indicating Pressurisation redundancy Bleed power system redundancy Hydraulic power system Avionics cooling Airframe and propulsion ice protection Electric generation APU performance and reliability Fly-by-wire flight controls

CRITICAL SYSTEMS Critical system is about propulsion system reliability.

B777 ETOPS

ETOP TOPS (Ge (Generic ETOPS)


18



AIRCRAFT SYSTEMS RELIABILITY RELIABILITY

Typical ETOPS Significant Systems and sensitive items, with Airbus A320 as a reference, are identified as an an example. ATA 21 – Air Conditioning



Blower Fan Extracted Fan Avionics Equipment Ventilation Computer Computer CPC 1 Outflow Valve (motor 1) Pack Flow Control Valve Air Conditioning Pack EMER RAI ATA 22 – Auto Flight



Auto Pilot Auto Pilot Disconnect Auto Pilot Disengagement Warning FMGC – Auto Thrust Function Auto Thrust Disconnection Warning Warning System FMS – Lateral Navigation FCU FMGC FMA – indications on PFD

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ATA 24 – Electrical Power



EDG Channel APU Driven – Generator Channel RAT, Extension control Transformer/Rectifier Unit ATA 26 – Fire Protection

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APU Fire & Overheat Detection Avionics Smoke Detection System System Smoke Detector in Fwd/Aft cargo compt. APU Fire Extinguishing ATA 27 – Flight Controls

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Rudder Trim System THS Actuator Electrical Motor Elevator Aileron Computer (ELAC) Spoiler Elevator Computer (SEC) ATA 28 – Fuel



Fuel Quality Indicating Computer Indication on ECAM fuel page, ‘X-Feed’ ATA 30 – Ice and Rain Protection



Wing Anti-Ice Control Valve Wing Anti-ice – Fault Light Engine Ice Protection – Engine Anti Valve Ice Protection – Probe Heat Computer Pitot Heater Angel of Attack – Probe Heating TAT Probe Heating Window Heat Computer ATA 34 – Navigation



Altitude Display

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ATA 36 – Pneumatic



Engine Bleed Air – Bleed Supply System Bleed Valve – PRV Over-pressure Valve Fan Air Valve (FAV) Bleed Air Pre-Cooler Exchanger Intermediate Pressure Check Valve (IP) High Pressure Valve ATA 49 – APU



APU 

ATA 74 – Ignition Ignition System



ATA 77 – Engine Indicating Engine Indicating, N1 & N2

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CMP DOCUMENT GENERAL The CMP (Configuration, Maintenance and Procedures) document, as approved by the authorities, defines the standards specifically for ETOPS. The content of the CMP document is additional to that of other documents such as AFM, FCOM, MMEL, MPD, IPC etc.

ETOPS STANDARDS The CMP Document is split into four chapters: 1 – Configuration (service bulletins, modifications) 2 – Maintenance (maintenance tasks) 3 – Procedure (pre-flight/en-route procedures) 4 – Dispatch (dispatch criteria)

DISTRIBUTION WITHIN THE AIRLINE The respective airline departments, which are Flight Operations and Engineering, extract the relevant CMP content, therefore complying with the latest ETOPS standards. The CMP document is customised for the given aircraft/engine combination. This document is also customised for the airline, and aligned with the chosen ETOPS rules in the given country, CMP pages are divided according to each ETOPS relevant ATA chapters.

CMP DOCUMENTATION B777 ETOPS



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REGULATORY REQUIREMENTS The following is outlined in SAR Chapter 4.11 para 4: The aircraft manufacturer and the Type Certification Authority may periodically review the in-service reliability of the airframe-engine combination. Further to these reviews and every time that an urgent problem makes it necessary, the Certification Authority may require that the type design CMP standard be revised to achieve and maintain the desired level of reliability and, therefore safety of the extended range twin-engine operation. The operator shall ensure that its ETOPS fleet is in compliance with the latest revised CMP standards.





The CMP standards prior to the revision will no longer be considered suitable for continued extended range twin-engine operation. The CMP standards and its revisions may require priority actions to be implemented before the next ETOPS flight and other actions to be implemented according to a schedule accepted by the Authority.



The validity of the ETOPS Operational Approval depends on the operator keeping its ETOPS fleets in compliance with the: (a) Current CMP standards. (b) Airworthiness Directives. (c) Alert Service Bulletins. (d) Maintenance requirements

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CMP REVISION PROCESS The CMP document is revised by decision of the authorities:  

The reliability tracking board = NORMAL REVISION The airworthiness review meeting = TEMPORARY REVISION

Any new revision supersedes previous issues.

CMP DOCUMENTATION – REVISION PROCESS

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REGULATION All Singapore registered ETOPS aircraft must adhere to maintenance requirements stated in Singapore Airworthiness Requirements Chapter 4.11 Appendix 1. Below is the reproduction of the Regulation. SAR CHAPTER 4.11 – APPENDIX 1: ETOPS MAINTENANCE REQUIREMENTS 1

Maint enance Programme and Procedures

1.1

The operator shall ensure that the maintenance programme for its ETOPS fleet contains the standards, guidance and direction necessary to support the intended operations. Maintenance personnel and other personnel involved shall be made aware of the special nature of ETOPS and have the knowledge, skills and ability to accomplish the requirements of the programme.

1.2

The maintenance programme for the aircraft being considered for ETOPS is the continuous airworthiness maintenance schedule currently approved for the operator. The operator shall review the schedule to ensure that it provides an adequate basis for development of ETOPS maintenance requirements. The programme shall incorporate human factors principles.

1.3

The operator shall have in place procedures to preclude identical action being applied to multiple similar elements in any ETOPS significant system (e.g. fuel control change on both engines). If this is not possible, the identical actions shall be done by different maintenance personnel/teams.

1.4

The operator shall include in the maintenance procedures the following: (a)

ETOPS related tasks shall be identified on the operator's routine work forms and related instructions.

(b)

ETOPS related procedures, such as involvement of centralized maintenance control, shall be clearly defined in the operator’s programme.

(c)

An ETOPS service check shall be developed to verify that the status of the aircraft and certain critical items are acceptable. This check shall be accomplished and signed off by an ETOPS qualified authorised person immediately prior to an ETOPS flight.

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(d)

1.5

Log books shall be reviewed and documented, as appropriate, to ensure proper MEL procedures, deferred items, maintenance checks and system verification procedures have been properly performed.

When the maintenance is contracted to a maintenance organisation, the operator shall ensure that the contractor complies with the ETOPS requirements and procedures. The operator shall establish control procedures to ensure t hat: (a)

The maintenance personnel of the contracted maintenance organization are qualified for ETOPS.

(b)

All flight dispatch procedures and additional maintenance requirements as identified in the operator’s maintenance control manual are complied with.

2

ETOPS Manual

2.1

The operator shall develop a manual for use by personnel involved in ETOPS. This manual need not include, but shall at least reference, the maintenance programme and other requirements described in this chapter of the Singapore Airworthiness Requirements and clearly indicate where they are located in the operators manual system.

2.2

All ETOPS requirements, including supportive programmes, procedures, duties, and responsibilities, shall be identified and be subject to revision control. This manual shall be submitted to the Authority for approval before the implementation of ETOPS by the operator.

3

Oil Consumption Programme

3.1

The operator shall have in place an oil consumption programme. The programme shall reflect the manufacturer’s recommendations and be sensitive to oil consumption trends. It shall consider the amount of oil added at the departing ETOPS stations with reference to the running average consumption; i.e. the monitoring must be continuous up to, and including, oil added at the ETOPS departure station. If oil analysis is meaningful to this make and model, it shall be included in the programme. The APU oil consumption shall also be part of the oil consumption programme.

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4

Engine Condition Monitoring

4.1

The operator shall have an engine condition monitoring programme that describes the parameters to be monitored, method of data collection and corrective action process. The programme shall also incorporate the manufacturer’s instructions and industry practice. This monitoring shall be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected. The programme shall ensure that engine limit margins are maintained such that a prolonged single-engine diversion may be conducted without exceeding approved engine limits (i.e., rotor speeds, exhaust gas temperature) at all approved power levels and expected environmental conditions.

4.2

The monitoring programme shall include assessment of in-flight shut-down (IFSD) rate of the operator’s ETOPS fleet. The assessment shall include, as a minimum, engine hours flown in the period, in flight shut-down rate for all causes and engine removal rate, both on a 12 month moving average basis. When the IFSD rate exceeds 0.05/1000 engine hours for 120 minutes diversion time or exceeds 0.03/1000 engine hours for 180 minutes diversion time, the operator must notify the Authority as soon as possible.

4.3

The assessment of the operator’s ETOPS fleet propulsion system reliability and IFSD rate shall be made available to the Authority on a monthly basis.

4.4

When any adverse sustained trend is noted, the operator shall in consultation with the Authority, conduct an immediate evaluation to ascertain the causes. The evaluation may result in corrective action or operational restrictions being applied.

5

Verif icatio n Programme after Maint enance

5.1

The operator shall develop a verification programme or establish procedures to ensure corrective action following an engine shutdown, primary system failure or adverse trends, any prescribed events which require a verification flight or other action. The operator shall establish the means to assure the accomplishment of the verification programme or the corrective action procedures. A clear description of who must initiate verification actions and the section or group responsible for the determination of what action is necessary shall be identified in the programme. Primary systems or conditions requiring verification actions shall be described in the operator’s ETOPS manual.

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6

Reliabil ity Programme

6.1

An ETOPS reliability programme shall be developed by the operator or the operator’s existing reliability programme supplemented. This programme shall be designed with early identification and prevention of ETOPS related problems as the primary goal. The programme shall be event-orientated and incorporate reporting procedures for significant events detrimental to ETOPS flights. This information shall be readily available for use by the Authority to help establish that the reliability level is adequate, and to assess the operators competence and capability to safely continue ETOPS. The Authority shall be notified within 72 hours of events reportable through this programme.

6.2

In addition to the items required to be reported as per Section 4 Chapter 4.9* of the SAR, the following items shall be included:

6.3

(a)

In-flight shut-downs.

(b)

Uncommanded power changes or surges.

(c)

Inability to control the engine or obtain desired power.

(d)

Unscheduled removal of engines.

(e)

Problems with systems critical to ETOPS.

(f)

Any other events detrimental to ETOPS.

The report shall identify the following: (a)

Aircraft Registration.

(b)

Engine identification (position, make and serial number).

(c)

Total time, cycles and time since last shop visit.

(d)

For systems, time since overhaul or last inspection of the defective unit.

(e)

Phase of flight.

(f)

Corrective action.

* Regarding defect, failures or malfunctions Mandatory Reports

B777 ETOPS



28



7

APU In-fligh t Start Capabili ties

7.1

If any work is performed on the Auxiliary Power Unit (APU) that may affect the starting and operation of the APU, an in-flight start shall be performed on the next flight. The result of the inflight start shall be annotated in the Technical Log of the aircraft.

7.2

To ensure that the APU maintains its in-flight start capabilities, the operator shall have a programme to schedule an APU inflight start once every three months for each aircraft of its ETOPS fleet. The result of the in-flight start shall be annotated in the Technical Log of the aircraft.

8

Maint enance Training

8.1

The operator shall have a training programme that focuses on the special nature of ETOPS. This programme shall be included in the normal maintenance training for the operator’s maintenance personnel. The goal of this programme is to ensure that all personnel involved in ETOPS are provided with the necessary training so that the ETOPS maintenance tasks are properly accomplished and to emphasise the special nature of ETOPS maintenance requirements. Human factors principle shall be included in the training programme.

8.2

ETOPS qualified maintenance personnel are those that have completed the operators extended range training programme and have satisfactorily performed extended range tasks under supervision, within the framework of the operator’s approved procedures for Personnel Authorisation.

9

ETOPS Parts Control

9.1

The operator shall develop a parts control programme with support from the manufacturer, that ensures the proper parts and configuration are maintained for ETOPS. The programme includes verification that parts placed on an ETOPS aircraft during parts borrowing or pooling arrangements, as well as those parts used after repair or overhaul, maintain the necessary ETOPS configuration for that aircraft.

B777 ETOPS



29



SERVICE CHECK ITEMS PURPOSE An ETOPS “service check” should be developed to verify that the status of the airplane and certain critical items are acceptable. This check should be accomplished and signed-off by the ETOPS qualified individual.

TIME TO ACCOMPLISH ETOPS service check shall be accomplished at the start of the ETOPS leg of the flight.

THE ETOPS SERVICE CHECK Standard service check + ETOPS PDSC items: 



The standard service check is defined by the airline for the normal operational dispatch. ETOPS pre-departure service check could either be a separate document or be incorporated in the standard service check.

Note: To support ETOPS on certain specific routes, the operator could supplement the Pre-Departure Service Checklist by introducing an additional Supplement Checklist.

B777 ETOPS



30



IDENTICAL MAINTENANCE ON SIMILAR CRITICAL SYSTEMS Singapore Airworthiness Requirements Chapter 4.11 stipulates the requirement of procedures to preclude identical maintenance action from being done to multiple, similar elements in any ETOPS significant system during the same maintenance visit. The intent of this requirement is to avoid making similar mistakes on identical maintenance actions, which would jeopardize the backups in the system (whether engines or aircraft systems), leading to dire consequences. Identical maintenance action on multiple, similar systems is defined as the same task, such as servicing, removal/installation, disassembly or repairs, being performed on more than one engine or similar systems or components during the same maintenance visit. Typical examples of systems/components include:    

identical

ETOPS-related

critical

Removal of both engine oil filters or both magnetic chip detectors. Replacement of both integrated drive generators (IDG), Replacement of both hydraulic engine driven pumps (EDP). Servicing of both engine oil systems.

In the above examples of similar critical tasks, errors such as improper installations, omission of O-rings, etc, would cause oil loss and lead to inflight shutdown (IFSD) of both engines. Other examples for identical maintenance with critical consequences include removal/installation of borescope plugs or swapping of electronic boxes for trouble-shooting. Examples of tasks that may not be considered as identical maintenance action of similar critical systems/components:    

Refueling of both left and right wing fuel tanks. Servicing of both oleo struts Lubrication tasks. Checking of engine or IDG oil quantity (without removing the tank cap or via a sight gage respectively).

B777 ETOPS



31



MAINTENANCE PROGRAMME ETOPS MAINTENANCE PROGRAMME Although similar to the basic continued airworthiness maintenance programme, the ETOPS maintenance programme for the candidate airplane is sufficiently different to require separate treatment. It should ensure that: Supplemental tasks are added to the basic maintenance programme and must be in compliance with CMP Document ETOPS procedures are clearly defined ETOPS service check verifies aircraft status and condition of critical systems Procedures are in place to avoid identical action being applied to multiple similar elements in any ETOPS critical system. A typical airline practice is shown in the table below.



 



Order of Preference 1

2

Work Teams Scheduling of identical task at different maintenance period by same or different work team 2 different work teams

System / component 1 Same/different crew at different period

System / component 2 Same/different crew at different period

- Different LAE - Different LAE - Different - Different technician

technician

Same LAE - Same LAE - Different 2 different technicians technician * Only applicable to Line Maintenance.

- Same LAE - Different

3*

-

Addi ti onal Requirements NIL

NIL

Verification check required

technician

The basic maintenance programme for the aircraft/engine combination, being considered for ETOPS, will be the local airworthiness authority approved continuous airworthiness maintenance programme.

B777 ETOPS



32



The programme addresses those tasks required on a scheduled basis. The programme is developed by:    

Logic process (airline/airframer/authority activity) In-service experience System/Equipment modifications Regulatory requirements

ETOPS maintenance tasks are tasks which are required to assure the condition of the aircraft and engine systems and equipment for ETOPS. Note: Task Cards have identification of ETOPS items. ETOPS maintenance requirements are developed by: 



Reliability tracking manufacturer) Regulatory requirements

board

(airframer/authorities/engine

ETOPS MAINTENANCE DISPATCH The operator shall ensure that the aircraft is precluded from being dispatch for ETOPS: (a) (b) (c) (d) (e)

After an engine in-flight shut-down (IFSD) on a previous flight. After primary airframe system failure on a previous flight. After a replacement of an engine. After failure of an engine power control system or significant adverse trends in engine performance. After any major maintenance work on the aircraft.

The aircraft shall operate at least one non-revenue (handling flight) or non-ETOPS revenue flight successfully before being released on extended range twin-engine operations. This shall be reflected in the aircraft technical log. All departure for ETOPS aircraft must be treated as a ETOPS flight regardless of whether they are dispatched on an ETOPS route. Line stations are also subjected to the same requirements.

B777 ETOPS



33



MINIMUM EQUIPMENT LIST (MEL) The MEL of the operator’s ETOPS fleet shall indicate clearly items that have different dispatch requirements for ETOPS flights. Systems considered to have a fundamental influence on flight safety may include, but are not limited to the following. Electrical, including battery Hydraulic Pneumatic Flight instrumentation Fuel Flight control Ice protection Engine start and ignition Propulsion system instruments Navigation and communications Auxiliary power-unit Air conditioning and pressurisation Cargo fire suppression Engine fire protection Emergency equipment Any other equipment necessary for extended range operations.

               

B777 ETOPS



34



PROPULSION SYSTEM MONITORING The airline’s propulsion system reliability for ETOPS shall be reported to the airworthiness authority on a regular basis. The report will address:  

In-flight shut-down rate Unschedule engine removal

World fleet in-flight shutdown and general reliability trends are established by Airbus/Boeing and sent to the airline via the concerned aircraft’s “Quarterly service Report”. This report includes:   

Primary causes for engine removal Engine removal summary Engine removal rate (per 1000 engine hours).

The ETOPS engine reliability as per SAR Chapter 4.11 Appendix 1 is: 



For 120 minutes diversion time = 0.05/1000 engines hours (1/20,000) For 180 minutes diversion time = 0.03/1000 engines hours (1/33,333.333…)

Note: If the aircraft is to be approved for 207 minutes diversion time, its reliability is to be at or below 0.019/1000 engine hours (approx. 1/52,632) COMPONENT MTBUR / MTBF MTBUR = mean time before unscheduled removal MTBF = mean time before failure A program must be established to track the MTBUR/MTBF for components identified as ETOPS significant. This data will enable:  

Validation that troubleshooting is being performed correctly Validation of airline reliability versus world fleet.

B777 ETOPS



35



AIRCRAFT SYSTEMS MONITORING To aid evaluating aircraft component reliability, component tracking “alert levels” are derived from reliability targets for ETOPS significant components is based on: (a) values determined by operator/airline (b) warranty rate (c) fleet average An alert should be triggered when the trend:  

Turns downward Goes below defined reliability target

If an alert is triggered:     

Review internal records Contact the manufacturer Identify the cause of the down trend Determine if it is an individual or a global problem Implement corrective action

B777 ETOPS



36



ETOPS REPORTING FOR CONTINUOUS AIRWORTHINESS EVENT REPORTING An Event can be considered to be: In-flight Shut Down (IFSD) Take-off aborted (TOA) In-flight turn back (IFTB) Engine flame-out Fire Smoke warning ETOPS system failure

      

The database should contain detailed information on technical events and interruptions, the report should identify: 

Aircraft identification



Engine identification (make and serial number) (a) total time (b) cycles



APU/component part number and serial number



Aircraft systems (a) time since overhaul (b) last inspection of defective Line Replaceable Unit (LRU)



Phase of flight



Corrective action

RELIABILITY INDICATORS Dispatch reliability:  



Data to be used as a trend monitor Shall be used to monitor the airlines performance versus world fleet Data provided in the “Quarterly Service Report”

B777 ETOPS



37

ETOPS (Specific ETOPS)


B777 ETOPS MANUAL BOEING 777-200 BOEING 777-200ER BOEING 777-300 POWERED BY

RR TRENT 800 SERIES ENGINE BOEING 777-300ER POWERED BY

GE 90-115B ENGINE

Document No.

: QCD/ETOPS/10/97

Manual Holder

:

Manual Copy No.

:

9-B AIRLINE HOUSE 25 AIRLINE ROAD SINGAPORE 819829 TEL NO: FAX NO:

(65) 6549-2229 (65) 6542-4167

B777 ETOPS MANUAL 01 DEC 2011

THIS PRINTED COPY IS AN UNCONTROLLED DOCUMENT

ISSUE 6 REV 2

1

01 March 2010

DISTRIBUTION LIST Copy No.

Holder

AIRWORTHINESS AUTHORITY 1

Civil Aviation Authority of Singapore

ENGINEERING DIVISION Senior Vice President Engineering (To view via Intranet) Divisional Vice President Engineering (Services) (To view via Intranet) 2

Vice President Quality Vice President Technical Services (To view via Intranet) Vice President Engineering Supplies (To view via Intranet) Vice President Maintenance Planning and Control (To view via Intranet)

3

Technical Library Senior Engineering Controller, SIA OCC (To view via Intranet)

FLIGHT OPERATIONS DIVISION Chief Pilot B777 (To view via Intranet) SIA ENGINEERING COMPANY (SIAEC) Senior Vice President (Operations) (To view via Intranet) Senior Vice President (Line Maintenance & Materials) (To view via Intranet) Vice President Line Maintenance (To view via Intranet) Vice President Base Maintenance (To view via Intranet) Vice President Quality & Safety (To view via Intranet) Vice President Productivity & Engineering Training (To view via Intranet) Duty Engineer Line Maintenance (To view via Intranet) AIRCRAFT COPY: One copy on each B777 aircraft (in Aircraft Documentation File) HANDLING AGENT COPY: One copy for each line station B777 handling agent (in CD-Rom)

NOTE 1: The Singapore Airlines Exposition can be viewed by all staff in the SIA Group via the Intranet address: http://eng.sq.com.sg/sia_quality/manuals.html

B777 ETOPS MANUAL

Page 1 01 DEC 2011


ISSUE 6 REV 2

01 March 2010

2

MANUAL ADMINISTRATION

2.1

The Vice President or Senior Manger Quality (VPQ or SMQ) is responsible for the development of this Manual and obtaining approval from the Civil Aviation Authority of Singapore.

2.2

Manual holders, as listed in the Distribution List, are responsible for ensuring that the relevant staff in their division/department are familiar with the contents of this Manual. Changes are to be highlighted to VPQ / SMQ to enable immediate review.

2.3

VPQ / SMQ is responsible for ensuring that changes are incorporated into the Manual in a timely manner through revisions or amendments.

3

REVISION RECORD

STATUS

DATE OF ISSUE

DATE INSERTED

SIGN

REMARKS

Issue 1 Rev 0

15.05.1997

-

-

-

Issue 1 Rev 1

14.07.1997

-

-

-

Issue 1 Rev 2

01.08.1997

-

-

-

Issue 2 Rev 0

01.12.1998

-

-

-

Issue 3 Rev 0

01.08.2000

-

-

-

Issue 4 Rev 0

18.09.2002

-

-

-

Issue 5 Rev 0

01.10.2003

-

-

-

Issue 5 Rev 1

26.07.2004

-

-

-

Issue 6 Rev 0

01.10.2006

-

-

-

Issue 6 Rev 1

20.04.2007

-

-

-

Issue 6 Rev 2

01.03.2010

-

-

-

3.1

Background to Latest Issue/Revision 1) 2)

To clarify section 10.3.5 on B777 ETOPS Confirmation Process Sheet. To replace roles and responsibilities of current Maintenance Operations and Engineering Planning department with the newly formed Maintenance Control & Planning Department. 3) To replace Extended-range Two-engine Operations with the new term of reference Extended Operations.

B777 ETOPS MANUAL

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ISSUE 6 REV 2 4

01 March 2010

LIST OF EFFECTIVE PAGES

Page

Date

Page

Date

1

01.03.2010

21

01.10.2006

2

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01.03.2010

Page

B777 ETOPS MANUAL

Date

Page 3 01 DEC 2011


ISSUE 6 REV 2 5

01 March 2010

TABLE OF CONTENTS

SECTION

SUBJECT

PAGE

1

DISTRIBUTION LIST

1

2

MANUAL ADMINISTRATION

2

3

REVISION RECORD

2

3.1

2

Back ground to Latest Issue/Revision

4

LIST OF EFFECTIVE PAGES

5

TABLE OF CONTENTS

6

INTRODUCTION

7

6.1 6.2 6.3 6.4 6.5

7 7 7 8 8

7

Purpose Regulatory Documents Responsible Individuals Associated Documents Use of Inspection Notices

9

Type Certificate ETOPS Type Design Approved By Certification Authorities ETOPS Operational Approval

9 9 10

CONFIGURATION CONTROL

11

8.1 8.2

11

8.3

9

4-6

ETOPS APPROVAL 7.1 7.2 7.3

8

3

Engine and Airframe Modification Procedures ETOPS Parts Control for B777 aircrafts powered by Trent 800 series engines ETOPS Parts Control for B777 aircrafts powered by GE90-115B engines

DESPATCH CONFIGURATION AND MAINTENANCE REQUIREMENTS 9.1 9.2 9.3

Minimum Equipment List ETOPS Items in MEL Additional ETOPS Items in MEL for 207-minute ETOPS

B777 ETOPS MANUAL

11 – 14 15 – 16 17 17 17 - 18 19 - 20

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10

01 March 2010

ETOPS PRE-DEPARTURE SERVICE CHECK (PDSC) 10.1 10.2 10.3 10.4

General ETOPS PDSC Requirements/Responsibilities Definition of the ETOPS PDSC Procedure for ETOPS Despatch Briefing for LAEs

21 21 21 21 - 22 22

11

ETOPS SIGNIFICANT SYSTEMS

23 - 25

12

ETOPS RELIABILITY PROGRAM

26

12.1 12.2 12.3 12.4 12.5 12.6 12.7

26 26 27 27 28 28 29

Reporting Requirements Analysis and Corrective Action Defect Resolution Plan Identification of ETOPS Tasks APU In-Flight Start Program Program Review APU In-Flight Start Form

13

PROPULSION SYSTEM MONITORING PROGRAM

30

14

OIL CONSUMPTION MONITORING PROGRAM

31

14.1 14.2

31 31

15

16

17

Oil Consumption Program Procedures/Data Collection Oil Consumption Program Despatch/Corrective Action Policies

ENGINE CONDITION MONITORING PROGRAM

32

15.1 15.2

32 32

ECM Program Procedures/Data Collection ECM Program - Corrective Action

ETOPS MAINTENANCE OPERATING RESTRICTIONS POLICY

33

16.1 16.2

33 34

Identical Maintenance on Similar Systems Additional Maintenance Operating Restrictions for B777-200ER Aircraft

RESOLUTION OF AIRCRAFT DISCREPANCIES

35

17.1 17.2 17.3

35 35 35

Verification of Maintenance Action Requirements Determination of the Need for In-Flight Verification Verification Flight Definition

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18

AIRCRAFT DESPATCH 18.1 18.2 18.3

19

20

01 March 2010

36

Procedures for Emergency Diversions Verification Flight Requirements ETOPS Verification Flight Form

36 36 37

ETOPS TRAINING PROGRAM

38

19.1 19.2 19.3

38 38 38

ETOPS Qualified Maintenanc e Personnel B777 Type Courses ETOPS Awareness Training

ETOPS AUDIT PROGRAM

39

B777 ETOPS MANUAL

Page 6 01 DEC 2011


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INTRODUCTION

6.1

Purpose

01 March 2010

The purpose of this ETOPS Manual is to identify the engineering and maintenance program requirements and organisational responsibilities for the Extended Operations (ETOPS) for B777 aircraft at Singapore Airlines (SIA). It defines the practices and procedures for the ETOPS. The document explains the ETOPS engineering and maintenance program in detail, with references to other associated documents listed in paragraph 6.4 below.

6.2

Regulatory Documents .1 .2 .3 .4

6.3

Singapore Airworthiness Requirements (SAR) Chapter 4.11 Civil Aviation Authority of Singapore (CAAS) Advisory Circular AC-FO 6/00 Federal Aviation Administration (FAA) Advisory Circular AC 120-42A Joint Aviation Authorities (JAA) Joint Advisory Material – Advisory Circular Joint GAI-20

Responsible Individuals VPQ/SMQ is responsible for the development of this Manual and obtaining approval from the Civil Aviation Authority of Singapore (CAAS). Direct responsibility for the implementation of the requirements identified in the Manual lies with: SIA Engineering Division .1 .2 .3 .4 .5

Vice President Technical Services Vice President Engineering Supplies Vice President Engineering Planning Vice President Quality/Senior Manager Quality Vice President Maintenance Planning and Control

The ongoing implementation of ETOPS requirement is performed by: SIA Engineering Company (SIAEC) .1 .2 .3 .4

Vice President Line Maintenance Vice President Base Maintenance Vice President Quality & Safety Vice President Productivity & Engineering Training

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6.4

01 March 2010

Associated Documents The following documents are to be used in conjunction with the ETOPS Manual. SIA Engineering Division .1 .2 .3 .4 .5 .6

Singapore Airlines Exposition Document Technical Services Department Organisation and Procedures Manual Engineering Supplies Department Organisation and Procedures Manual Maintenance Planning and Control Department Organisation and Procedures Manual Quality Department Organisation and Procedures Manual Reliability Program Manual

SIA Engineering Company (SIAEC) .7 .8 .9 .10 .11

6.5

SIA Engineering Company Exposition (CAAS) Line Maintenance Division Organisation and Procedures Manual Base Maintenance Division Organisation and Procedures Manual Quality & Safety Division Organisation and Procedures Manual Productivity & Engineering Training Division Exposition

Use of Inspection Notices SIA receives information relating to maintenance and inspection practices through technical / maintenance publications, reports from sampling inspections & investigations and service experience. Inspection Notices serve to communicate and highlight appropriate technical, safety and maintenance issues, including ETOPS-related issues, to Licence / Authorisation Holders who performs maintenance and servicing on SIA aircraft. They may also be used to alert Licence / Authorisation Holders of changes to regulatory or company requirements which are urgent / critical in nature.

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7

ETOPS APPROVAL

7.1

Type Certificate

01 October 2006

The Type Certificate Data Sheet Note 5 and Aircraft Flight Manual contains the Type Design Approval. Any aircraft added to the ETOPS fleet must comply with the current revision of the Configuration, Maintenance and Procedures (CMP) document and Airworthiness Directives (AD) applicable to that aircraft/engine combination. The Type Design Approval does not reflect an approval to conduct extended range operations. An Operational Approval from CAAS is required.

7.2

ETOPS Type Design Approved by Certification Authorities TABLE 1 - ETOPS TYPE DESIGN APPROVED BY CERTIFICATION AUTHORITIES Airframe / Engine Type

Certification Authority

Approval Date

B777-200 / Rolls Royce Trent 884

FAA

9 October 1996


FAA

10 April 1997


FAA

4 May 1998

B777-300ER /

FAA

16 March 2004

GE 90-115B

B777 ETOPS MANUAL

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7.3

20 April 2007

ETOPS Operational Approval SIA B777 aircraft/engine combinations that are approved for ETOPS are listed in Table 2. TABLE 2 – B777 AIRCRAFTS IN SIA FLEET CAAS Approval

Approved Routes/ Times

Aircraft Registration

See Note 1.

9V-SQA and subsequent, 9V-SRA and subsequent

Airframe

Engine Type

B777-200

Rolls Royce Trent 800 Series Engines

CAAS letter: AW/SIA/ETP.777 dated 18 Sep 02

B777-200ER

Rolls Royce Trent 800 Series Engines

CAAS letter: AW/SIA/ETP.777 dated 10 Sep 03

See Note 1.

9V-SVA and subsequent

B777-300ER

GE 90-115B

CAAS letter: AW/SIA/ETP.777 dated 04 Dec 06

See

9V-SWA and subsequent

B777-300

Approved Diversion Time 180 mins

9V-SYA and subsequent

207 mins

207 mins

Note 1.

Note 1: Details of approved routes are contained in B777 Flight Operations Manual Volume 1, Chapter: Operational Policy - ETOPS Policy / Approved ETOPS Routes. Note 2: 207-minute ETOPS approval is an extension of 180-minute ETOPS and will only be exercised by SIA on a flight-by-flight basis. The 207-minute ETOPS shall only be applied to North Pacific Area.

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8

01 October 2006

CONFIGURATION CONTROL The aircraft listed in Table 2 are approved for ETOPS operations and comply with the ETOPS configuration standards identified in the latest revision of CMP Document No. D044W054. The policies and procedures listed below, governing modifications and ETOPS parts control, assure that the aircraft will continue to comply with the applicable ETOPS configuration requirements.

8.1

Engine and Airframe Modification Procedures The Aircraft Flight Manual for the aircraft listed in Table 2 states that those airframe/engine combinations can be used for ETOPS when configured in accordance with the latest revision of the CMP document. The following paragraphs define how Service Bulletins and Airworthiness Directives will be incorporated. .1

Incorporation of ETOPS Service Bulletins Service Bulletins (SB) and Service Letters (SL) identified in the current revision of the CMP document required for ETOPS operation and must be incorporated in accordance with the schedule given in the CMP. Quality will review the revision status of CMP on the quarterly basis. Technical Services and Quality are responsible for determining these ETOPS requirements and Engineering Planning is responsible for scheduling the affected aircraft for modification and inspection.

.2

Incorporation of Airworthiness Directives In cases where ETOPS related SBs and SLs have been made into an Airworthiness Directive (AD), the incorporation dates in the AD will be adhered to, in accordance with the current procedure for AD control.

8.2

ETOPS Parts Control for B777 aircrafts powered by Trent 800 series engines The B777/RR Trent 800 aircraft/series engine combination was designed from the onset as an ETOPS configuration. Only parts in Boeing and Rolls Royce Illustrated Parts Catalogues (IPC) shall be used on SIA B777 aircrafts powered by Trent 800 series engines. .1

Purpose of Parts Control The Boeing and Rolls Royce IPCs are approved documents for information of parts to be used for the B777 aircraft and RR Trent 800 series engines.

.2

Parts Borrowing and Pooling All parts will be verified by part number and dash number as acceptable per the SIA customised IPCs for B777 aircraft and RR Trent 800 series engine. All borrowed parts shall be verified per the above before they can be used.

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Non-Approved ETOPS Parts for B777 aircrafts powered by Trent 800 series engines The following parts, as extracted from the B777 Configuration, Maintenance and Procedures (CMP), are not approved for installation on all B777 aircrafts powered by Trent 800 series engines. Non-ETOPS Parts: Those parts, that if installed on the engine, would invalidate the ETOPS-approved configuration. Restricted Parts: Parts that are approved for installation on the engine that maintain ETOPS configuration. The restrictions on these approved parts are based on incorporation or configuration requirements only and NOT based on usage or maintenance requirements. However, these parts are only temporarily approved until a defined date or until a defined Service Bulletin is installed. Note: All parts that are not noted to be Non-ETOPS Approved or Restricted are automatically approved for the ETOPS configuration. Only primary replaced parts are noted; ancilliary items are assumed to be changed with incorporation of the appropriate modification. Full details can be found in referenced Modification Bulletins.

No.

Component

Part Number NOT Approved for ETOPS

ATA 24 – ELECTRICAL POWER 1

2

Generator Assy – Integrated Drive (Integrated Drive Generator)

756583A

Generator Assy – IDG, Oil Fill Tube

332W5240-19

764939

332W5240-20 3

Generator Assy – VSCF (Backup Generator)

757066A 757066B 757066C 757066D 757066E

ATA 72 – ENGINE 4

Intermediate Pressure (IP) Compressor Location Bearing Support Flange

FK21349

5

Internal Gearbox Static Air Seal

FK12703

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6

Radial Drive Shroud Tube & Splitter Fairing

01 October 2006

FK24059 FK24058 FK21109 FK21106 FK27221 FK20606 FK24086 FK26882 FK25515 FK26884

7

Step Aside Gearbox

FK17818

8

Drive Shaft Assembly (Lower Bevel Box)

FK15612 FK17538 FK15655

ATA 73 – ENGINE FUEL AND CONTROL 9

EEC

EEC9000-06AK1 EEC9000-06AE1 EEC9000-06AM1

10

Fuel Spray Nozzles

6940446E3 6940446E4

ATA 74 – IGNITION 11

Ignitor Box

430081

12

Ignitor Leads

430937-1

13

Ignitor Plugs

CH34698

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ATA 79 – OIL 14

Oil Pressure Transmitter

44337-1 Rev A 44337-1 Rev B 44337-1 Rev C

15

Pump, Oil, Pressure and Return

LR37940FA LR37940FC

16

HP/IP Oil Tubes

FK25479 FK25480 FK25481

No

Component

Part Number Approved

Non-Approved Part Number

1

B777-200 Filter/Regulator

473494-4, -5

473494-1, -2 & -3

2

B777-200ER Filter/Regulator

473995-1, -2, -3, -4 & -5

473494-1, -2, -3, -4 & -5

3

B777-300 Filter/Regulator

473857-1, -2, -3, -4 & -5

-

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8.3

01 March 2010

ETOPS Parts Control for B777-300ER aircrafts powered by GE90-115B engines. The B777-300ER/GE 90-115B aircraft/engine combination was designed from the onset as an ETOPS configuration. Only parts in Boeing and General Electric Illustrated Parts Catalogues (IPC) shall be used on SIA B777-300ER aircrafts powered by GE90-115B engines. .1

Purpose of Parts Control The Boeing and General Electric IPCs are approved documents for information of parts to be used for the B777-300ER aircrafts powered by GE90-115B engines.

.2

Parts Borrowing and Pooling All parts will be verified by part number and dash number as acceptable per the SIA customised IPCs for B777-300ER aircraft and GE90-115B engines. All borrowed parts shall be verified per the above before they can be used.

.3

Non-Approved ETOPS Parts for B777-300ER aircrafts powered by GE90-115B engines The following parts, as extracted from the B777 Configuration, Maintenance and Procedures (CMP), are not approved for installation on B777-300ER aircrafts powered by GE90-115B engines. Non-ETOPS Parts: Those parts, that if installed on the engine, would invalidate the ETOPS-approved configuration. Restricted Parts: Parts that are approved for installation on the engine that maintain ETOPS configuration. The restrictions on these approved parts are based on incorporation or configuration requirements only and NOT based on usage or maintenance requirements. However, these parts are only temporarily approved until a defined date or until a defined Service Bulletin is installed. Note: All parts that are not noted to be Non-ETOPS Approved or Restricted are automatically approved for the ETOPS configuration. Only primary replaced parts are noted; ancilliary items are assumed to be changed with incorporation of the appropriate modification. Full details can be found in referenced Modification Bulletins.

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No.

Component

01 March 2010

Part Number NOT Approved for ETOPS

ATA 24 – ELECTRICAL POWER 1

Generator Assy – Integrated Drive (Integrated Drive Generator)

764939 (S281W101-11) 764939A (S281W101-11) 764933A (S281W101-12)

2

Generator Assy – VSCF (Backup Generator)

757066A 757066B 757066C 757066D 757066E

No

Component

Approved Part Number

Non-Approved Part Number

473857-4, -5

473857-1, -2, -3

ATA 26 – FIRE PROTECTION 1

B777-300ER Filter/Regulator

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9

DESPATCH CONFIGURATION AND MAINTENANCE REQUIREMENTS

9.1

Minimum Equipment List

01 March 2010

The SIA B777 Minimum Equipment List (MEL) has been developed from the FAA Master MEL and Boeing Despatch Deviation Guide (DDG) for B777 aircraft. Certain items in this MEL have different despatch requirements for ETOPS flights and for non-ETOPS flights. These differences are identified in the SIA MEL with the words "[ER]" within each applicable item.

9.2

ETOPS Items in MEL Information provided below is extracted from SIA's B777 MEL, as amended. For items which will affect aircraft despatch for ETOPS flights with diversion time greater than 60 mins, the Deferred Defect Log (DDL) entry should be annotated: “ETOPS IMPACTED” . Maintenance Control Centre (MCC) or Maintrol has to be informed accordingly. The latest copy of the MEL must be used to determine applicability of MEL for despatch of aircraft. B777 Minimum Equipment List

Affected Systems / Components

Despatch Affected if ETOPS:

ATA 21 – AIR CONDITIONING 21-31-03

Outflow Valves (Fwd & Aft)

> 60 mins

21-51-01

Air Conditioning Packs

> 60 mins

21-61-01

Cabin Temperature Controllers (CTC)

> 60 mins

ATA 26 – FIRE PROTECTION 26-23-01

Lower Cargo Compartment Fire Extinguisher Bottles

Multiple diversion times

26-18-04

Engine Fancase Overheat Detection System

> 120 mins

Main Tank Fuel Pumps

> 120 mins

ATA 28 – FUEL 28-22-01

ATA 30 – ICE & RAIN PROTECTION 30-21-01

Engine Anti-Ice Systems

> 120 mins

Cabin Interior Illumination - Passenger

Night operations limited to 60 minutes if more than 75% of the standby lights do not operate normally

ATA 33 – LIGHTS 33-21-01

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ATA 36 – PNEUMATICS 36-00-01

Air Supply and Cabin Pressure Controllers (ASCPC)

Flight Planning may be affected.

36-11-01

Pressure Regulating and Shutoff Systems (PRSOV, PRSOVC)


36-11-03

Intermediate Pressure Check Valves (IPCV)


36-11-04

Precoolers



Fan Air Modulation Valves (FAMV)


36-12-01

Left and Right Isolation Systems (Valve and/or Indication)


36-12-02

Center Isolation System (Valve and/or Indication)


36-22-01

Manifold Temperature Sensing Systems


ATA 73 – ENGINE FUEL & CONTROL 73-21-02

Electronic Engine Controls (EEC) Normal Mode


ATA 75 – ENGINE AIR 75-24-01

Turbine Case Cooling Air Flow Systems


ATA 79 – ENGINE OIL 79-21-01

Engine Air/Oil Heat Exchanger Valves

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Additional ETOPS items in MEL for 207-minute ETOPS (applicable to B777-200 ER/300 ER aircraft): B777 Minimum Equipment List




SATCOM Backup Cooling Fans

> 180 mins

ATA 22 – AUTO FLIGHT 22-11-01

Autopilot Flight Director Computers

> 180 mins

22-11-02

Autopilot Backdrive Actuator System

> 180 mins

22-11-06

Mode Control Panel Switches

> 180 mins

22-11-07

Automatic Landing System (Autoland)

> 180 mins

22-11-08

Control Wheel Autopilot Disconnect Switches

> 180 mins

22-11-09

Takeoff/Go-around (TO/GA) Switches

> 180 mins

22-31-01

Autothrottle System

> 180 mins

22-31-02

Autothrottle Servo Motors

> 180 mins

22-31-03

Autothrottle Disconnect Switches

> 180 mins

ATA 23 – COMMUNICATIONS 23-15-01

SATCOM System

> 180 mins

23-27-01

Data Communication Management System

> 180 mins

23-27-02

Flight Deck Communication System (Datalink)

> 180 mins

ATA 24 – ELECTRICAL POWER 24-11-01

Engine Driven Generator Systems (IDG, GCB)

> 180 mins

24-21-01

APU Driven Generator System (Generator, AGCU, APB)

> 180 mins

24-31-01

APU Battery

> 180 mins

24-31-02

APU Battery Charger

> 180 mins


APU Fire Detection System

> 180 mins

26-22-01

APU Fire Extinguisher System

> 180 mins

26-23-01

Lower Cargo Fire Extinguisher Bottles

Multiple diversion times

28-25-02

APU Fuel Shutoff Valve

> 180 mins

28-41-01

Fuel Quantity Indications (Flight Deck)

> 180 mins

28-41-04

Total Fuel Quantity Indication

> 180 mins

ATA 28 – FUEL

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ATA 31 – INDICATING / RECORDING SYSTEMS 31-51-05

Warning Electronic System (WES) – Autopilot Disconnect Warning Function

> 180 mins

ATA 34 – NAVIGATION 34-31-01

Instrument Landing System (ILS)

> 180 mins

34-31-02

Glide Slope Antenna Switching

> 180 mins

34-31-03

Localizer Antenna Switching

> 180 mins


APU Bleed Air Shutoff System (Valve and/or Indication)

> 180 mins

ATA 49 – AUXILIARY POWER UNIT 49-11-01

Auxiliary Power Unit (APU)

> 180 mins

49-15-01

APU Air Inlet Door Actuation System

> 180 mins

49-42-01

APU Starting System (Includes Electric Starter)

> 180 mins

49-52-01

APU Bleed Air System

> 180 mins

49-52-02

APU Bleed Air Check Valve

> 180 mins

49-94-01

APU OIL QTY Indication

> 180 mins

ATA 73 – ENGINE FUEL & CONTROL 73-31-01

Fuel Flow Indications

> 180 mins

73-21-02

Electronic Engine Controls (EEC) Normal Mode


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10

ETOPS PRE-DEPARTURE SERVICE CHECK (PDSC)

10.1

General ETOPS PDSC Requirements/Responsibilities

01 October 2006

Prior to departure of a B777 aircraft on an ETOPS flight, an ETOPS PDSC is required. For SIA B777 aircraft, the ETOPS PDSC is included in the common Transit Check, Base Stop Check and Pre-Departure Check lists. All departures from Singapore and line stations are treated like ETOPS flights unless otherwise stated that the aircraft has been downgraded to non-ETOPS operation. Responsibility for PDSC procedures and conduct lies with the Line Maintenance’s or Technical Handling Agent’s Licensed Aircraft Engineers (LAE) performing transit or departure check.

10.2

Definition of the ETOPS PDSC The ETOPS PDSC will be in accordance with the Transit Check, Base Stop Check and PreDeparture Check lists contained in the CAAS approved B777 Maintenance Schedule Volume I.

10.3

Procedure for ETOPS Despatch In addition to the normal despatch procedure, the following points should be noted for an ETOPS flight: .1

ETOPS FLIGHT ROUTING The information on the ETOPS routes by city pairs can be found in the relevant chapters of the Flight Operations Manual covering ETOPS policies.

.2

ETOPS MEL ITEMS The MEL will dictate whether an item or a defect affects ETOPS flight despatch. Where despatch is not allowed, Flight Despatch will be informed for alternate non-ETOPS route planning. No Despatch Authorisation for ETOPS MEL items are permitted to be granted.

.3

OIL CONSUMPTION CHECK Prior to an ETOPS flight, if the engine or APU oil uplift exceeds the limits for maximum oil consumption, the oil uplifts from the previous sectors will be noted and the average oil consumption per flight hour computed. If the rate exceeds the acceptable limit, Line Maintenance’s Duty Engineer (for Singapore) and Maintenance Control Centre (for line stations) will be consulted for advice on problem resolution and disposition.

.4

PARTS UPLIFT FROM LINE STATIONS From time to time, loan parts may be necessary for fitment to SIA B777 aircraft with RR Trent 800 series engine or GE90-115B engines at line stations. These replacement parts must be acceptable for an ETOPS aircraft, and the LAE in-charge of despatching the ETOPS flight will ensure that only approved parts are installed. The Boeing, Rolls Royce and General Electric IPCs are the approved documents for the information of parts to be used on SIA B777 aircraft with RR Trent 800 series engine or GE90-115B engines.

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.5

10.4

01 March 2010

B777 ETOPS CONFIRMATION PROCESS SHEET The B777 ETOPS Confirmation Process Sheet is to be performed during Pre-Departure Checks following Base Stop Checks (to be carried out whenever aircraft stays on ground for more than 9 hours and not exceeding 100 FH interval) in SIN for selected flights specified in the latest revision of Maintenance Process Sheet MPS Form INS/B777/7006ER.

Briefing For LAEs LAEs assigned to depart an aircraft on an ETOPS flight shall be trained on the ETOPS PDSC requirements and responsibilities.

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01 October 2006

ETOPS SIGNIFICANT SYSTEMS ETOPS Significant Systems are categorized into 2 groups: Group 1 Systems and Group 2 Systems. ETOPS Group 1 Significant Systems include any systems that relate to the number of engines on the aircraft and are important to the safe operation of the aircraft on an ETOPS flight. The following provides additional discriminating definitions of an ETOPS Group 1 Significant System: (i) (ii)

(iii)

(iv)

A system for which the fail-safe redundancy characteristics are directly linked to the number of engines (e.g. hydraulic system, pneumatic system, electrical system). A system that may affect the proper functioning of the engines to the extent that it could result in an in-flight shutdown or uncommanded loss of thrust (e.g. fuel system, engine control or indicating system, engine fire detection system). A sys tem which contributes significantly to the safety of an engine inoperative ETOPS diversion and is intended to provide additional redundancy to accommodate the system(s) lost by the inoperative engine. These include back-up systems such as emergency generator, APU, etc. A system such as the anti-icing systems essential for prolonged operation at singleengine.

ETOPS Group 2 Significant Systems are systems that do not relate to the number of engines on the aircraft, but are important to the safe operation of the aircraft on an ETOPS flight. The following provides additional discriminating definitions of an ETOPS Group 2 Significant System: (i)

(ii) (iii)

(iv)

A system for which certain failure conditions would reduce the capability of the aircraft or the ability of the crew to cope with an ETOPS diversion (e.g. navigation, communication and equipment cooling). Time-limited systems including such things as cargo fire suppression and oxygen if the ETOPS diversion is oxygen system-dependent. Systems whose failure would result in excessive crew workload for an ETOPS diversion (e.g. flight control forces that would be exhausting for a maximum ETOPS diversion, or system failures that would require continuous fuel balancing to ensure proper CG). A system specifically installed to enhance the safety of long-range operations and an ETOPS diversion (e.g. SATCOM, GPS).

ETOPS Significant Systems are identified in Table 3 to support monitoring, reporting, and corrective action requirements contained in this Manual. All malfunction or degradation in any of these systems are subject to the problem investigation, corrective action and follow up procedures listed in Section 12, ETOPS Reliability Program and Section 17, Resolution of Aircraft Discrepancies. NOTE 1: The hydraulic system has not been included in Table 3 because, even though part of the system includes engine driven hydraulic pumps, the fail safe/redundancy characteristics of the total system is not directly linked to the number of engines. There are no additional maintenance or reliability monitoring requirements for the hydraulic system relative to ETOPS. NOTE 2: APU serviceability is not required for ETOPS flights up to 180 minutes (provided other procedures do not require its use, as per B777 MEL Item 49-11-1) due to the electrical system redundancy characteristics. It is therefore considered as an ETOPS Group 2 Significant System.

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01 March 2010

TABLE 3 - ETOPS SIGNIFICANT SYSTEMS -- BOEING 777 ATA Chapter

Subsection

Criteria Group 1

Cabin Pressure Control System

-31

X

Pack Flow Control

-51

X

Cabin A/C & Temp Control System

-61

X

Autopilot Flight Director System*

-11

X

Thrust Mgmt Computing System*

-31

X

High Frequency (HF) Communication System

-11

X

SATCOM

-15

X

Generator Drive – IDG

-10

X

Generator Drive – Backup Gen

-10

X

Generator Drive – APU

-10

X

DC Generation

-30

X

Engine Fire Detection

-11

APU Fire Detection

-15

X

Lower Cargo Compartment Smoke Detection

-16

X

Lower Cargo Compartment Fire Extinguishing

-23

X

Engine Fuel Feed System

-22

APU Fuel Feed System

-25

X

Fuel Quantity Indicating System*

-40

X

Wing Anti-Ice System

-11

X

Engine Anti-Ice System

-21

Pitot / Static Anti-Ice System

-30

X

Probe Heat

-31

X

Engine Probe Heat

-34

Flt Compartment Window Anti-Ice

-41

X

Weather Radar

-43

X

Flight Management Computing System

-61

X

Engine Air Supply

-11

X

Air Supply Distribution System

-12

X

ETOPS Significant Systems

21 Air Conditioning 22 Auto Flight 23 Communications

24 Electrical Power

26 Fire Protection

28 Fuel

30 Ice & Rain Protection

34 Navigation 36 Pneumatic

ATA M/M

Criteria Group 2

X

X

X

X

*Must be operational beyond 180-minute diversion time, including 207-minutes (no MEL relief).

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TABLE 3 - ETOPS SIGNIFICANT SYSTEMS -- BOEING 777

ATA Chapter ETOPS Significant Systems

49

72 73 74 75 76 77 79 80

Subsection

Criteria Group 1

Criteria Group 2

APU Power Plant

-10

X

APU Engine

-20

X

APU Fuel System

-30

X

APU Ignition System

-40

X

-50

X

-60

X

-70

X

APU Exhaust System

-80

X

APU Lubrication System

-90

X

Power Plant

ALL

X

Engine

ALL

X

Engine Fuel and Control

ALL

X

Ignition

ALL

X

Air

ALL

X

Engine Controls

ALL

X

Engine Indicating

ALL

X

Oil

ALL

X

Starting

ALL

X

APU Bleed Air System Airborne APU Controls Auxiliary Power* APU Indicating System

71

ATA M/M

*Must be operational beyond 180-minute diversion time, including 207-minutes (no MMEL relief).

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12

01 October 2006

ETOPS RELIABILITY PROGRAM SIA ETOPS Reliability Program is an event-oriented program, where each ETOPS related event is reported and investigated. The ETOPS Reliability Program is included in the Reliability Program currently in place for all SIA aircraft. ETOPS-related issues are discussed with the CAAS during the monthly Reliability Control Board (RCB) meetings.

12.1

Reporting Requirements Under the existing Reliability Program data of the aircraft systems defects, unscheduled component removals and engine removal events are collected, collated and published each month. Also, the Mandatory Defect Report system will highlight significant and airworthiness related problems, including ETOPS events, to CAAS. If there exists any adverse trend that requires additional attention or investigation, arrangements will be made for SIA and aircraft / engine manufacturers to discuss these operational issues with the CAAS. The CAAS will be briefed on these issues and the corrective actions to be taken. The reliability program, technical incident and ETOPS review meetings and Mandatory Defect Report System will be extended to cover the B777 aircraft with RR Trent 800 series engine or GE90-115B engines to adequately meet the requirements of CAAS SAR Chapter 4.11.

12.2

Analysis and Corrective Action The data that are provided on published reports as discussed in para. 12.1 are used for monthly Recurring Defect Committee (RDC) and monthly Reliability meetings, which review trending aircraft and engine defects. Additionally, the technical incidents and ETOPS review meetings with CAAS will review engine in-flight shut down (IFSD) events, air-turn-backs (ATB) and diversions. Each significant ETOPS event will be reviewed by Line / Base Maintenance, Technical Services, and Quality to determine the cause of the problem. If corrective action is required, Special Inspection or Modification Call-Out Sheet will be issued to have the necessary work performed. Engineering Planning will schedule the work to be accomplished. Line / Base Maintenance will carry out the corrective action. Following completion of the work, Technical Services and Quality will monitor the item to ensure that corrective action has been effective. Further analysis and corrective action will be conducted, if required.

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12.3

01 March 2010

Defect Resolution Plan Short Term The existing daily operations review meeting is extended to cover B777 aircraft with RR Trent 800 series engine or GE90-115B engine defects / problems. The meeting, with representatives from Line Maintenance, Technical Services, Quality, Boeing, Rolls Royce or GE will review technical delays, cancellations, diversions, ATBs, engine IFSD events and significant defects. Causes will be discussed, corrective action decided, and plans to normalise the situation established. Long Term The existing Reliability Meetings, Aircraft / Engine / APU Delay Meetings are extended to cover B777 aircraft with RR Trent 800 series engine or GE90-115B engine defects / problems. The meeting, with representatives from Line Maintenance, Base Maintenance, Workshops, Technical Services, Quality, Engineering Supplies, Engineering Planning, Boeing, Rolls Royce or GE will review all and long term concerns together with the required rectification, modification, reliability / product improvement and other necessary follow up action through quarterly ETOPS meetings with CAAS. In addition, Technical Services has an established program to identify, discuss and resolve aircraft / engine problem with aircraft / engine manufacturers including B777 aircraft with RR Trent 800 series engine or GE90-115B engine.

12.4

Identification of ETOPS Tasks The maintenance program is set up by Fleet Management Department based on the Maintenance Planning Document (MPD), which includes all ETOPS maintenance tasks as basic requirements. ETOPS tasks are identified by Quality Department and Fleet Management Department. Such tasks must be highlighted on the task cards. ETOPS related tasks that have accomplishment interval different from the planned maintenance check intervals will be controlled separately through the use of Special Inspection (SI).

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20 April 2007

APU In-flight Start Program The APU In-flight Start Program for SIA B777 aircraft is to monitor the APU start and run reliability in order to ensure adequate reliability for ETOPS. In order to demonstrate the reliability of the APU in SIA aircraft, the following program has been implemented. The Program is based on the following condition: .1

Successful APU start at three (3) attempts or less for the same flight.

An APU In-flight Start shall be conducted on each aircraft once every three (3) months. The Flight Crew shall do the following: .1 .2

Attempt to start the APU sometime during the one-hour period prior to the top of descent, or at such time to ensure a two-hour cold soak at altitude. Multiple start attempts may be performed within the limits stated in the Aircraft Flight Manual.

The Flight Crew will make an entry in the Aircraft Technical Log and APU In-flight Start Form (Form No: SIA/MPS/004) shown on the next page, for each flight during which an APU in-flight start is attempted. The entry will include the following information: 1 2 3 4 5

Altitude of each attempt Statement that attempt was or was not successful Outside Air Temperature (OAT) Indicate if APU shut down after reaching 95% Indicate if APU failed to start on ground

If an APU is not capable of in-flight start, an entry shall be made in the Deferred Defect Log (DDL) to inform the Flight Crew that APU is not available for ETOPS flights more than 180 minutes. The subject DDL entry should be closed upon rectification and the successful completion of another APU in-flight start. NOTE: APU serviceability is not required for ETOPS flights up to 180 minutes provided other procedures do not require its use, as per B777 MEL Item 49-11-1. Technical Services and Quality will periodically review the data to monitor the APU in-flight start reliability and identify procedural design problem if necessary. The APU Controller senses, monitor and control the start and operation of the APU. When this component is replaced, an APU in-flight start will be performed on the next flight to verify the inflight start capability and the operation of the APU. The result of the in-flight start will be lodged within the Aircraft Technical Log.

12.6

Program Review The ETOPS Reliability Program, including related procedures, will be reviewed regularly to ensure effectiveness of the program.

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12.7

01 March 2010

APU In-flight Start Form (Form No: SIA/MPS/004) Note: To refer to latest issue

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13

20 April 2007

PROPULSION SYSTEM MONITORING PROGRAM Quality is responsible for monitoring all engine IFSD events and calculating the IFSD rate. The tracking function is performed by SIAEC Reliability Section. The IFSD rate, based on 1000 engine hours, is computed on a monthly basis. The IFSD rate data, together with the 12-month moving average, will be included in the monthly Reliability Report. A copy of the monthly Reliability Report is provided to the CAAS, and the IFSD rate data is reviewed during the monthly Reliability meetings. Technical Services and Quality will carry out investigation of every IFSD, exceedence and unsatisfactory trends. CAAS will be informed of each IFSD through Mandatory Defect Report (MDR). If the IFSD rate exceeds 0.03/1000 engine hours for 180-minute operation, a fact finding and evaluation team lead by Technical Services and Quality will be initiated and a recovery plan developed as follows: .1

IFSD events during the preceding 12-month period will be audited to verify the cause and validity of the corrective action taken.

.2

Engine and airframe manufacturers will be contacted to evaluate the 12-month analysis and participate in the development of a recovery plan.

.3

The recovery plan will be implemented.

Note:

If the IFSD rate exceeds 0.019/1000 engine hours, 207-minute operation for B777-200 ER/300 ER aircraft will be reviewed.

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14

01 October 2006

OIL CONSUMPTION MONITORING PROGRAM The engine and APU oil consumption will be monitored on a flight-by-flight basis to identify exceedence of alert limits. Aircraft exhibiting questionable characteristics will be restricted from ETOPS until the fault has been corrected for limits of oil consumption rate. Refer to B777 AMM.

14.1

Oil Consumption Program Procedures/Data Collection Engine and APU oil quantity will be checked and serviced to the FULL level prior to despatch on an ETOPS flight. Engine oil quantity will be physically checked using the oil sight gauge, whereas APU oil quantity may be checked using the EICAS readout. Engine and APU oil will be checked within 5 to 30 minutes of engine shutdown after each flight segment. The information will be entered into the Fuel and Oil Record log book. There is one column for each engine and APU in the Fuel and Oil Record log book. If the engine or APU oil uplift exceeds the limits for maximum oil consumption per Maintenance Manual, the oil uplifts from the previous sectors shall be noted and the average oil consumption per flight hour computed. If the rate exceeds the acceptable limit, Line Maintenance‘s Duty Engineer (for despatch from SIN) or Senior Maintenance Controller (SMC), SIA Operation Control Centre, (SIAOCC) (for despatch from line stations), will be consulted for advice on problem resolution and disposition. The technical handling agent at the respective line station is responsible for notifying SMC, SIAOCC of abnormal oil quantity uplifts. If the oil consumption rates are acceptable, or when a detected problem has been corrected, the aircraft can be released for ETOPS, providing other restraints have been cleared. Engine and APU oil uplifted for each flight are updated by Technical Services Department using the Fuel and Oil Records as well as telexes from overseas line stations. Technical Services Department will monitor the oil consumption rate and rectify any abnormal oil uplifts.

14.2

Oil Consumption Program Despatch/Corrective Action Policies Oil consumption will be determined prior to despatch of the aircraft into ETOPS service. Aircraft exhibiting questionable characteristics will be restricted from ETOPS service until the fault has been corrected. NOTE: If Duty Engineer, SMC, SIAOCC or Technical Services can positively determine that apparent exceedence is due to a one-time, identifiable anomaly, or to calculation tolerances resulting from short flight segments, the aircraft may be despatched into ETOPS service. On short flight segments, computed consumption may appear to exceed limits due to the accumulation of indicating system tolerances and the rounding off of fractional amounts of oil added during servicing. In such instances, the oil computed consumption rate should be computed over more sectors prior to further troubleshooting.

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15

01 October 2006

ENGINE CONDITION MONITORING PROGRAM The purpose of the Engine Condition Monitoring (ECM) program is to continuously monitor engine performance and to initiate timely corrective action when necessary. This program will ensure that engine limit margins are maintained so that a prolonged single-engine diversion may be conducted without exceeding approved engine limits, eg rotor speeds (N1, N2, N3), exhaust gas temperatures, (EGT).

15.1

ECM Program Procedures/Data Collection The ECM program utilises the ECM computer software provided by the engine manufacturer to provide trending reports on the applicable engine parameters. Monitored parameters (depending on engine type and manufacturer) include parameters such as EGT, N1, N2, N3, Fuel Flow, AVM, Oil Temperature, and Oil Pressure. Engine parameters are collected once per flight at stable cruise conditions by the flight data acquisition unit (FDAU) and transmitted through ACARS to SIA Computer Services central data processing facility for processing and then forwarded to Technical Services. If this data path is inoperative for more than one day, data will be down loaded via diskettes when aircraft is in Singapore, and diskettes will be handed over to Technical Services. Since this part of the ECM program is based on data trends, a temporary delay of data does not adversely affect the program. Once a day, the ECM program will be run on the collected data. The program produces an engine performance historical trend report for each installed engine. The report provides a graphical trended representation of EGT, N1, N2, N3, Fuel Flow, and AVM as well as a tabular record of oil temperature and oil pressure. The trended data will be used to ensure that engine limit margins are maintained so that a prolonged single-engine diversion (accounting for anti-ice, electrical, etc. loading) may be conducted without exceeding approved engine limits, eg N1, N2, N3, and EGT.

15.2

ECM Program - Corrective Action Whenever an engine trending becomes of concern, SIA Technical Services Power Plant Section will investigate the problem to determine the cause. Appropriate action will be recommended during the daily Maintenance Review meeting. After corrective action has been implemented, verification of the maintenance will be performed in accordance with Section 17.

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16

ETOPS MAINTENANCE OPERATING RESTRICTIONS POLICY

16.1

Identical Maintenance On Similar Systems

20 April 2007

Special consideration will be given to maintenance carried out on identical units in ETOPS Significant Systems listed in Section 11 Table 3, particularly on both the engines at the same time. Identical maintenance action on multiple, similar systems is defined as the same task, such as servicing, removal/installation, disassembly or repairs, being performed on more than one engine or similar systems or components during the same maintenance visit. Examples would include, but not limiting to: .1

Removal of both engine oil filters or both chip detectors.

.2

Replacement of both Integrated Drive Generators (IDG).

NOTE: Engine oil servicing or oil check with tank cap removed is not an “Identical Maintenance Task”. For identical maintenance on ETOPS Group 1 Significant Systems as listed in Section 11 Table 3, 2 or more sets of crew (LAEs and technicians) are required to perform the maintenance. For identical maintenance on ETOPS Group 2 Significant Systems as listed in Section 11 Table 3, 1 LAE together with 2 or more technicians are sufficient. Scheduled maintenance on multiple, similar systems should be scheduled as much as possible such that tasks will be performed during different check packages or different phases of phased checks. Routine line checks should also be staggered to prevent maintenance action from being performed on both systems at the same time. If, through some non-routine or tight inspection interval causes, multiple actions do occur, the following will apply: .1

Different LAEs and Technicians will perform the maintenance on similar systems; or

.2

All other tasks on ETOPS Group 1 Significant Systems performed by different technicians and inspected by a Licence/Authorisation holder shall have to be cleared by VPQ-SIA/SMQ-SIA, who will determine the additional maintenance requirements to be carried out.

Technical Services / Quality may be consulted to determine the necessity for a verification flight per Section 17 or any other additional checks based upon the systems involved and the maintenance performed. Detailed information on the above, which is relevant to maintenance personnel, is contained in the latest revisions of Inspection Notices Ref Nos: SIA/00-001, SIA/00-025 & SIA/00-026. Regular sampling checks will be conducted to ensure compliance to ETOPS Maintenance Operating Restrictions Policy.

B777 ETOPS MANUAL

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16.2

01 October 2006

Additional Maintenance Operating Restrictions for B777-200ER Aircraft The engines fitted on the B777-200ER aircraft must have incorporated the following Service Bulletins (SBs) before accumulation of 2,000 engine cycles: a.

RB.211-72-C797 – Engine – IP Compressor Variable Stator Vanes – Introduction of Revised Stage 1 and 2 Shroud Half Ring Assemblies Containing Hollow Dowel Pins – Mod. 72-C797

b.

RB.211-72-D746 – Engine – IP Compressor Stator Vanes – Introduction of Stage 3 to 7 Split Line Vane Assemblies with Silcoset Damping of Shroud Stop Plates – Mod.72D746

c.

RB.211-72-E042 – Engine – IP Compressor VSV Actuating Mechanism – Introduction of VIGV Stage 1 and Stage 2 Lever Assemblies with Revised Riveted Pin and Other Minor Manufacturing Changes – Mod.72-E042

d.

RB.211-72-E076 – Engine – External Gearbox Drive Driving Gear – Introduction of Revised Driving and Driven Bevel Gearshaft Location Ball Bearings with Additional Lubrication Slots – Mod.72-E076

e.

RB.211-72-E101 – Engine – IP Compressor Blades – Introduction of Revised Stage 2 to 6 Blade Locking Features - Mod.72-E101

Priority shall be given for these engines to incorporate new critical SBs as and when the manufacturer issues them.

B777 ETOPS MANUAL

Page 34 01 DEC 2011


ISSUE 6 REV 0

17

01 October 2006

RESOLUTION OF AIRCRAFT DISCREPANCIES Positive verification that the corrective action taken to resolve problems significant to ETOPS has been effective is required prior to subsequent ETOPS flights. Positive verification of effective maintenance is also required for situations identified in Section 16. Verification may be accomplished by Built-In Test Equipment (BITE), ground checks per the Fault Isolation Manual (FIM) or the Maintenance Manual (MM). Under certain circumstances, it may be necessary to verify success of the maintenance action during an actual flight.

17.1

Verification of Maintenance Action Requirements Verification of maintenance will be required in the following circumstances: .1 .2 .3 .4 .5 .6

After an engine in-flight shut-down (IFSD) on a previous flight; After primary airframe system failure on a previous flight; After replacement of an engine; After failure of an engine power control system or significant adverse trends in engine performance; After any major maintenance work on the aircraft, such as Zonal / Heavy Maintenance Visit (HMV). After failure of any ETOPS Significant Systems.

Technical Services / Quality may determine any other maintenance action or conditions which will require verification on a case-by-case basis.

17.2

Determination of the Need for In-Flight Verification In the event that maintenance action cannot be verified by normal ground tests, or the problem or fault cannot be duplicated on the ground, an in-flight verification will be required. Technical Services / Quality may be consulted to determine the necessity for a verification flight. A verification flight should be used ONLY in the following circumstances: .1 .2 .3 .4 .5 .6 .7

17.3

There is no effective ground check; No check exists in the MM; BITE checks do not adequately verify system operation or effectiveness of the corrective action; The system can only be finally "confirmed fixed" during actual operation in the air, i.e., fault cannot be duplicated on ground; After an engine in-flight shut-down (IFSD) on a previous flight; After replacement of an engine; or After any major maintenance work on the aircraft, such as Zonal / Heavy Maintenance Visit (HMV).

Verification Flight Definition A verification flight may be a non-revenue functional check flight or non-ETOPS revenue flight during which the flight crew is requested to assist maintenance in determining that an ETOPS Significant System is confirmed to be operating normally, or that an ETOPS significant problem has been resolved. This shall be reflected in the aircraft technical log.

B777 ETOPS MANUAL

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18

01 October 2006

AIRCRAFT DESPATCH SIA shall ensure that all B777 aircraft are precluded from being despatch for ETOPS unless all problems significant to ETOPS are positively resolved per Section 17.

18.1

Procedures for Emergency Diversions Such procedures are written in Engineering Procedures for Aircraft Crisis Manual. The procedures will focus on aircraft recovery after passengers have been evacuated from the aircraft.

18.2

Verification Flight Requirements A Verification Flight is compulsory for the following: .1 .2 .3 .4

After an engine in-flight shut-down (IFSD) on a previous flight; After replacement of an engine; or After any major maintenance work on the aircraft, such as Zonal / Heavy Maintenance Visit (HMV). If corrective maintenance action cannot be positively verified.

An ETOPS Verification Flight Form (Form No: SIA/MPS/012) shown on the next page has been introduced to ensure that a verification flight is duly conducted and annotated in the Technical Log. This form is kept in the Aircraft Documentation File onboard every B777 aircraft. A verification flight shall be conducted successfully before the aircraft is released for ETOPSoperations.

B777 ETOPS MANUAL

Page 36 01 DEC 2011


ISSUE 6 REV 2

18.3

01 March 2010

ETOPS Verification Flight Form (Form No: SIA/MPS/012) Note: To refer to latest issue

B777 ETOPS MANUAL

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19

01 October 2006

ETOPS TRAINING PROGRAM The ETOPS Training Program is included in the normal maintenance training program. The goal of the ETOPS Training Program is to ensure that all personnel involved in ETOPS are provided the necessary training to emphasise the special nature of ETOPS maintenance requirements and to assure that ETOPS programs are properly accomplished. Human factors training is also covered in the normal maintenance program as well as the recurrent training.

19.1

ETOPS Qualified Maintenance Personnel ETOPS training is covered in all "ETOPS-capable" aircraft type courses conducted by SIAEC Engineering Training Department. All ETOPS training materials are jointly reviewed by SIAEC and SIA to ensure applicability and appropriateness. Training records of ETOPS qualified maintenance personnel are kept by SIAEC training department for a minimum period of 7 years and all ETOPS personnel are required to undergo a recurring training every 2 years. There is no additional need for a separate ETOPS Training Program to specifically qualify maintenance personnel for certification of ETOPS maintenance tasks. Other airlines' and contracted technical handling agents’ maintenance personnel trained on the B777 aircraft, and whose training includes SIA aircraft differences and ETOPS training will be eligible for qualification. Additional briefings will be conducted for those who have no ETOPS experience. This is to ensure that they are aware of the special nature of ETOPS.

19.2

B777 Type Courses The following courses conducted by SIAEC Engineering Training Department are approved by CAAS, and have ETOPS training incorporated in the syllabus:

19.3

.1

B777 / RR Trent 884/892, Airframe and Engine

.2

B777 / GE90-115B, Airframe and Engine

.3

B777 Electrical and Instrument

.4

B777 Radio

.5

B777 Line Station Limited Maintenance Authorisation

ETOPS Awareness Training Non-authorisation holders including Technical Services Engineers, Quality Engineers, Planning Engineers from SIAED and SIAEC who deal with ETOPS issues/matters are to undergo ETOPS familiarization training conducted by SIAEC Engineering Training Department. Regular updates on latest ETOPS developments are available in the Quality Department Website.

B777 ETOPS MANUAL

Page 38 01 DEC 2011


ISSUE 6 REV 0

20

20 April 2007

ETOPS AUDIT PROGRAM The purpose of the ETOPS Audit Program is to verify that ETOPS maintenance requirements and practices are being adhered to. ETOPS audits are conducted regularly by SIA Quality Department and SIAEC Quality and Safety Division personnel. The scope of the ETOPS audit includes: .1 Minimum Equipment List .2 ETOPS parts control .3 ETOPS Critical/Significant systems including air-conditioning packs .4 Identical maintenance on similar systems .5 Oil consumption check .6 Verification of corrective maintenance action .7 Verification flight .8 Fuel/Oil system maintenance .9 Engine maintenance During the audit, interviews are also conducted with the maintenance personnel involved to ensure that they are aware of the ETOPS maintenance requirements.

B777 ETOPS MANUAL

Page 39 01 DEC 2011



01 DEC 2011

Appendix A: Inspection Notice Extended-Range Twin-Engine Operations (ETOPS) for B777


B777/A330 INSPECTION NOTICE Ref: SIA/00-001R9

Date: 15 May 2009

EXTENDED OPERATIONS (ETOPS) FOR: • •

B777 A330

Discussion 1

Singapore Airworthiness Requirements (SAR) Chapter 4.11 prescribes the engineering and maintenance requirements for Extended Operations (ETOPS) of Singapore registered aircraft. These requirements and other ETOPS-related programmes and practices are defined in both the B777 as well as the A330 ETOPS Manual. A copy of each of the relevant manual is placed on board the respective aircraft.

2

SAR Chapter 4.11 also stipulates the requirement of procedures to preclude identical maintenance from being done to multiple, similar elements in any ETOPS significant systems during the same maintenance visit. This is to avoid similar mistakes on identical maintenance actions, which would jeopardize the backups in the engine or aircraft systems.

ETOPS Approval and Maintenance Requirements 3

SIA B777 9V-SQ_, 9V-SR_ and 9V-SY_ series and A330 9V-ST_ aircraft are approved for a diversion time up to 180 mins while SIA B777 9V-SV_ series and B777 9V-SW_ series aircraft are approved for a diversion time up to 207 mins. MEL items which are specific to ETOPS are classified as [ER] in the B777 and also in the A330 MEL. Some of these items will affect aircraft despatch for ETOPS flights with diversion time greater than 60 mins (ETOPS 120-min), 120 mins (ETOPS 180-min) or 180 mins (ETOPS 207min) and in such cases, the Deferred Defect Log (DDL) entry should be annotated: “ETOPS IMPACTED” or circle “ER” in the Performance Restrictions column. Maintenance Control Centre (MCC) or Maintrol has to be informed accordingly.

Page 1 of 8

01 DEC 2011


Ref: SIA/00-001R9

Date: 15 May 2009

Note: Refer to IN Ref: SIA/00-026 (latest revision) and B777 ETOPS Manual for additional requirements for 207-min ETOPS. 4

The current copy of the MEL must be used to determine applicability of MEL for despatch of aircraft.

5

Positive verification of corrective maintenance action is required:(a) (b) (c) (d)

After an engine in-flight shut -down (IFSD) on a previous flight; After a primary airframe system failure on a previous flight; After replacement of an engine; After failure of an engine power control system or significant adverse trends in engine performance; (e) After any major maintenance work on the aircraft, such as Zonal/Heavy Maintenance Visit (HMV); (f) After failure of any ETOPS Significant Systems. 6

Verification flight is compulsory for the following: (a) After an engine in-flight shut-down (IFSD) on a previous flight; (b) After replacement of an engine; or (c) After any major maintenance work on the aircraft, such as Zonal/Heavy Maintenance Visit (HMV).

Page 2 of 8

01 DEC 2011


Ref: SIA/00-001R9

7

Date: 15 May 2009

The following flowchart provides a guide on whether a verification flight would be required other than the 3 conditions mentioned in paragraph 7.

ETOPS Policy on Engine Change 8

Replacement of both engines on the same aircraft within the same maintenance check is strictly not allowed. Request to change both engines shall have to be cleared by SIA VPQ/SMQ.

9

After an engine change, the engine on the other position of the aircraft can only be removed after 7 days or 15 cycles, whichever is later. Request to remove this engine shall have to be cleared by SIA VPQ/SMQ. Page 3 of 8

01 DEC 2011


Ref: SIA/00-001R9

Date: 15 May 2009

Grouping of ETOPS Significant Systems for B777 Aircraft 10

ETOPS Group 1 Significant Systems include any systems that relate to the number of engines on the aircraft and are important to the safe operation of the aircraft on an ETOPS flight.

11

ETOPS Group 2 Significant Systems are systems that do not relate to the number of engines on the aircraft, but are important to the safe operation of the aircraft on an ETOPS flight.

Grouping of ETOPS Significant Systems for A330 Aircraft (See related Appendix I) 12.

ETOPS Category 1 - Systems to be tracked as "ETOPS Significant" in the Reliability Program.

13.

ETOPS Category 2 - Systems to be treated as "ETOPS Parallel critical systems" for maintenance.

14.

ETOPS Category 3 - Systems involved in ETOPS Significant events to be reported.

Identical Maintenance on Similar Significant Systems/Components 15

Identical maintenance action on multiple, similar systems is defined as the same task, such as removal/installation, disassembly or repairs, being performed on more than one engine or similar systems or components during the same maintenance visit.

16

Examples of identical maintenance action on multiple, similar ETOPS significant systems include, but not limited to: ♦ ♦

17

Removal of both engine oil filters or both magnetic chip detectors. Replacement of both integrated drive generators (IDG).

In the above examples of similar critical tasks, errors such as improper installations, omission of O-rings, etc, would cause oil loss and lead to inflight shutdown (IFSD) of both engines. Other examples for identical maintenance with critical consequences include removal/installation of borescope plugs or swapping of electronic boxes for trouble-shooting.

Page 4 of 8

01 DEC 2011


Ref: SIA/00-001R9 18

Date: 15 May 2009

Examples of tasks not considered as identical maintenance action of similar critical systems/components: ♦ ♦ ♦ ♦

Refuelling of both left and right wing fuel tanks. Servicing of both oleo struts Lubrication tasks. Checking of engine or IDG oil quantity check (without removing the tank cap or via a sight gage respectively).

NOTE: Engine oil servicing or oil check with tank cap removed is not an “Identical Maintenance Task”. However, it must be performed per the guidelines below: Engine #1

Engine # 2

Additional Requirements

♦

Technician A

♦

Technician A

Counter checked by Technician B or LAE

♦

Technician A

♦

Technician B or LAE

Nil

♦

Technician A or LAE

♦

Technician B

Nil

ETOPS Policy on Identical Maintenance Action 19

For identical maintenance on B777 ETOPS Group 1 Significant Systems (as listed in Section 11 Table 3 of the B777 ETOPS Manual) or A330 ETOPS Category 2 Systems (as listed in Appendix 2 of the A330 ETOPS Manual), 2 or more sets of crew (LAEs and technicians) are required to perform the maintenance.

20

For identical maintenance on B777 ETOPS Group 2 Significant Systems as listed in Section 11 Table 3 of the B777 ETOPS Manual or A330 ETOPS Categories 1 and 3 Systems (as listed in Appendix 2 of the A330 ETOPS Manual), 1 LAE together with 2 or more technicians are sufficient.

21

To preclude identical maintenance action on similar critical systems/components in ETOPS qualified aircraft, these tasks should be scheduled at different check packages. However, this may not be possible at times when the maintenance is non-routine due to a flight defect, or when tight inspection intervals are encountered, etc.

Page 5 of 8

01 DEC 2011


Ref: SIA/00-001R9 22

Date: 15 May 2009

In such circumstances, the accepted Policy is to have the identical tasks performed on ETOPS Significant Systems (applicable to ETOPS Group 1 Significant Systems for B777 aircraft and ETOPS Category 2 Significant Systems for A330 aircraft) by: (a) 2 different teams of Licence/Authorisation holders and technicians; or (b) 2 different technicians and inspected by a Licence/Authorisation holder. This requires clearance from SIA VPQ/SMQ, who will determine any additional maintenance requirements need to be carried out.

23

In addition, a verification flight check may be warranted if necessary. The verification flight check could be a functional check flight on its own or on a non-ETOPS flight.

24

The Table below provides the guidelines, the preferred means and the requirements for compliance with the Policy on Identical Maintenance Actions.

Order of Preference

Work Teams

System / component 1

System / component 2

Additional Requirements

Same/different crew at different period

Nil

Nil

1

Scheduling of identical task at different maintenance period by same or different work team

Same/different crew at different period

2

2 different work teams

♦

Different LAE

♦

Different LAE

♦

Different technician

♦


3

♦

Same LAE

♦

Same LAE

♦

Same LAE

♦

2 different technicians

♦


♦


See conditions in Paragraph 17.

Page 6 of 8

01 DEC 2011


Ref: SIA/00-001R9

Date: 15 May 2009

B777 / A330 ETOPS Confirmation Process Sheet 25

The B777 / A330 ETOPS Confirmation Process Sheet is to be performed during Pre-Departure Checks following Base Stop Checks in SIN for selected flights (see latest revision of MPS Form INS/B777/7006ER or Form INS/A330/3020).

26

Upon successful completion of the relevant Confirmation Process in accordance with Maintenance Process Sheet (MPS) Form, the LAE or Authorisation Holder is required to insert a maintenance entry in the Technical Log certifying, “B777-212 / -212ER / -312 / -312ER Confirmation Process carried out” or “A330-343 ETOPS Confirmation Process carried out”.

27

A copy of the MPS Form INS/B777/7006ER or INS/A330/3020 is located in the Aircraft Documentation File onboard the aircraft.

APU In-flight Start Program 28

B777 and A330 ETOPS Manuals des cribe APU In-flight Start Program adopted by SIA.

29

Besides the scheduled APU In-flight Start program, APU In-flight Start is required to be performed on the next flight after the replacement of the below component/part for B777 and A330 aircraft. Similarly, an in-flight start of the APU will also need to be performed when the replacement of components listed in Appendix 2 to this IN is done: o

o

30

B777 aircraft type: (b) APU (c) APU Controller (APUC) A330 aircraft type: Refer list in A330 ETOPS Manual Section 12.5

Upon replacement of the above component/part, insert a new entry into the Aircraft Technical Log under the Defect Description column to state: Crew Action Request: The ____________________* has been replaced. Please perform an in-flight start on the system during flight to confirm successful start and operation of the APU. * Descriptive name of Component

Page 7 of 8

01 DEC 2011


Ref: SIA/00-001R9

Date: 15 May 2009

Clearing of DDL Entry on Unsuccessful APU In-flight Start on B777 / A330 Aircraft 31

If an APU is not capable of in-flight start, an entry shall be made in the DDL to inform the Flight Crew that APU is not available for ETOPS flights more than 180 minutes. The DDL entry should be annotated: “ETOPS IMPACTED. DD TO BE CLOSED ONLY UPON ANOTHER SUCCESSFUL IN-FLIGHT START”. NOTE 1: As per B777 MEL Item 49-11-1, APU serviceability is not required for ETOPS flights up to 180 minutes provided other procedures do not require its use. NOTE 2: APU serviceability is NOT an A330 ETOPS requirement.

32

The subject DDL entry should NOT be closed upon rectification of APU defect. The DDL entry can only be closed upon successful completion of another APU in-flight start.

Instruction 33

All Licence and Authorisation Holders are to comply with the ETOPS engineering and maintenance requirements listed above.

Page 8 of 8

01 DEC 2011



01 DEC 2011

Appendix B: Inspection Notice ETOPS Verification Flight


e

Ref: SIA/00-025 R2

1

Date: 02 January 2009

In accordance with SIA ETOPS Maintenance Policy, a verification flight is compulsory for the following: (a) After an engine in-flight shutdown (IFSD) on a previous flight; (b) After replacement of an engine; (c) After any major maintenance work on the aircraft, such as Heavy Maintenance Visit (HMV).

2

The following flowchart provides a guide on whether a verification flight would be required other than the 3 conditions mentioned in paragraph 1:-

Page 1 of 3 01 DEC 2011


Ref: SIA/00-025 R2 3


The verification flight can be a non-revenue functional check flight (FCF) or a non-ETOPS revenue flight during which Flight Crew assists maintenance in determining affected ETOPS Significant System(s) is operating normally.

Maintenance Process Sheet (Ref: SIA/MPS/012) 4

A maintenance process sheet (Ref: SIA/MPS/012) has been introduced to ensure that a verification flight is duly conducted and annotated in the Technical Log. This process sheet is kept in the Aircraft Documentation File onboard every B777 or A330 aircraft.

5

For engine replacement, the engine change process sheets (Ref: INS/B777/7012 or INS/B777/7019) for B777 aircraft and (INS/A330/3008) for A330 aircraft require the License or Authorisation Holder to record the following MAINT ENTRY in the left ‘Defect Description’ column of the Technical Log page: “DEPARTING FLIGHT IS AN ETOPS VERIFICATION FLIGHT DUE (REASON)” and attach a copy of the ETOPS verification flight process sheet (Ref: SIA/MPS/012) to the Technical Log.

6

For HMV, a task card has been raised and incorporated in the HMV package for the Base Maintenance License or Authorisation Holder to record the above MAINT ENTRY for the ETOPS verification flight.

7

For other circumstances like IFSD on a previous flight or when corrective maintenance action cannot be positively verified, the License or Authorisation Holder will retrieve the ETOPS verification flight process sheet from the Aircraft Documentation File and complete the Technical Log per the instructions in the process sheet.

8

During the pre-departure check, the Licence or Authorisation Holder will close the MAINT ENTRY in Technical Log after verbally advising Flight Crew that departing flight is an ETOPS verification flight and that the term “Verification Flight Performed” is to be annotated in Technical Log for the departing flight sector.

Page 2 of 3 01 DEC 2011


Ref: SIA/00-025 R2


Instruction 9

All Licence and Authorisation Holders are to comply with the ETOPS maintenance requirements listed above.

Page 3 of 3 01 DEC 2011


Appendix C: Inspection Notice 207-Min Extended-Range Twin-Engine Operations (ETOPS) for B777-200ER/ -300ER Aircraft


e

Ref: SIA/00-026R2 SIA/00-026R2

Date: 08 May 2008

1

Singapore Airworthiness Requirements (SAR) Chapter 4.11 prescribes the engineering and maintenance requirements for Extended Operations (ETOPS) of Singapore registered aircraft. These requirements requirements and other ETOPS-related programmes and practices are defined in the B777 ETOPS Manual. Manual . A copy of the manual is placed on board the aircraft.

2

SAR Chapter 4.11 also stipulates the requirement of procedures to preclude identical maintenance from being done to multiple, similar elements in any ETOPS significant system during the same maintenance visit. This is to avoid similar mistakes on identical maintenance actions, which would jeopardize the backups in the engine or aircraft systems.

207-min ETOPS Approval 3

SIA B777-200ER / -300ER (9V-SV_ series and 9V-SW_ series) aircraft are approved for a diversion time up to 207 mins for mins for North Pacific operations.

CMP Requirements for 207-min ETOPS 4

The B777-200ER / -300ER aircraft systems have been configured in accordance with the CMP requirements for 207-min ETOPS.

5

Cabin Pressure Control: SB 777-21A0027 has been accomplished on all B777-200ER aircraft to install an improved outflow valve.

6

Cabin Pressure Controller: SB 777-36A0008 has been accomplished on all B777-200ER aircraft to install a new software for the left and right Air Supply and Cabin Pressure Controllers (ASCPC).

7

Cargo Fire Suppression System: SB 777-26-0036 has been accomplished on all B777-200ER aircraft to install a cargo compartment fire suppression system certified to 240 minutes by replacing the filter/regulator and outlet tube.

Page 1 of 5 01 DEC 2011


Ref: SIA/00-026R2 SIA/00-026R2 8

Date: 08 May 2008

Cargo Fire Suppression System: Option 2623B299A19 or equivalent has been installed.

ETOPS ETOPS Part Cont ro l for f or B777-200 B777-200ER ER (9V-SV (9V-SV_ _ series) seri es) Air cr aft 9

Due to the Cargo Fire Suppression System modification as mentioned in Paragraph 7, some parts which are installed on B777-200 and –300 (9VSQ_, 9V-SR_ and 9V-SY_ series) aircraft, are NOT NOT approved for B777200ER (9V-SV_ series) aircraft. No

Descri Descri ption

Part Part Number Appro ved for B777-200ER

Part Part Number Not A pprov ed for B777-200ER

1

Filter/Regulator

473995-2

473494-2

473995-3

473494-3

218W6105-33

218W6105-10

2

Outlet Tube

Ad di ti on al MEL Requir Requ ir emen ts fo r 207-min 207-mi n ETOPS 10 MEL items which which are specific to ETOPS are classified as [ER] in B777 MEL. Some of these items will affect aircraft despatch for ETOPS flights with diversion time greater than 180 mins (ETOPS 207-min) and in such cases, the Deferred Defect Log (DDL) entry should be annotated: “ ETOP ETOPS S IMPACTED” . 11 The current copy current copy of the MEL must be used to determine applicability of MEL for despatch of aircraft. 12 Below are the additional MEL items for 207-min ETOPS: B777 B777 Minimum Equipment Equipment List

Affect Af fect ed Syst ems / Compo Com ponent nent s

Dispatch Affected if ETOPS:


SATCOM Backup Cooling Fans

> 180 mins

ATA 22 – AUTO FLIGHT 22-11-1

Autopilot Flight Director Computers

> 180 mins

22-11-2

Autopilot Backdrive Actuator System

> 180 mins

B777 B777 Minimum Equipment Equipment List

Affect Af fect ed Syst ems / Compo Com ponent nent s


Page 2 of 5 01 DEC 2011


Ref: SIA/00-026R2

Date: 08 May 2008

22-11-6

Mode Control Panel Switches

> 180 mins

22-11-7

Automatic Landing System (Autoland)

> 180 mins

22-11-8

Control Wheel Autopilot Disconnect Switches

> 180 mins

22-11-9

Takeoff/Go-around (TO/GA) Switches

> 180 mins

22-31-1

Autothrottle System

> 180 mins

22-31-2

Autothrottle Servo Motors

> 180 mins

22-31-3

Autothrottle Disconnect Switches

> 180 mins

ATA 23 – COMMUNICATIONS 23-15-1

SATCOM System

> 180 mins

23-27-1

Data Communication Management System

> 180 mins

23-27-2

Flight Deck Communication System (Datalink)

> 180 mins

ATA 24 – ELECTRICAL POWER 24-11-1

Engine Driven Generator Systems (IDG, GCB)

> 180 mins

24-21-1

APU Driven Generator System (Generator, AGCU, APB)

> 180 mins

24-31-1

APU Battery

> 180 mins

24-31-2

APU Battery Charger

> 180 mins


APU Fire Detection System

> 180 mins

26-22-1

APU Fire Extinguisher System

> 180 mins

26-23-1

Lower Cargo Compt Fire Extinguisher Bottles

> 180 mins

28-25-2

APU Fuel Shutoff Valve

> 180 mins

28-41-1

Fuel Quantity Indications (Flight Deck)

> 180 mins


Affected Sys tems / Comp onents


ATA 28 – FUEL

Page 3 of 5 01 DEC 2011


Ref: SIA/00-026R2

28-41-4

Date: 08 May 2008

Total Fuel Quantity Indication

> 180 mins

ATA 31 – INDICATING / RECORDING SYSTEMS 31-51-5

Warning Electronic System (WES) – Autopilot Disconnect Warning Function

> 180 mins

ATA 34 – NAVIGATION 34-31-1

Instrument Landing System (ILS)

> 180 mins

34-31-2

Glide Slope Antenna Switching

> 180 mins

34-31-3

Localizer Antenna Switching

> 180 mins


APU Bleed Air Shutoff System (Valve and/or Indication)

> 180 mins

ATA 49 – AUXILIARY POWER UNIT 49-11-1

Auxiliary Power Unit (APU)

> 180 mins

49-15-1

APU Air Inlet Door Actuation System

> 180 mins

49-42-1

APU Starting System (Includes Electric Starter)

> 180 mins

49-52-1

APU Bleed Air System

> 180 mins

49-52-2

APU Bleed Air Check Valve

> 180 mins

49-94-1

APU OIL QTY Indication

> 180 mins

Additional Maint enanc e Operating Restri ctions for B777-200ER Airc raft 13 The engines fitted on the B777-200ER aircraft must have incorporated the following Service Bulletins (SBs) before accumulation of 2,000 engine cycles: a.

RB.211-72-C797 – Engine – IP Compressor Variable Stator Vanes – Introduction of Revised Stage 1 and 2 Shroud Half Ring Assemblies Containing Hollow Dowel Pins – Mod. 72-C797

b.

RB.211-72-D746 – Engine – IP Compressor Stator Vanes – Introduction of Stage 3 to 7 Split Line Vane Assemblies with Silcoset Damping of Shroud Stop Plates – Mod.72-D746

c.

RB.211-72-E042 – Engine – IP Compressor VSV Actuating Mechanism – Introduction of VIGV Stage 1 and Stage 2 Lever Page 4 of 5 01 DEC 2011


D2085-B777 ETOPS_tm-R7

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