ETOPS Training

TRAINING MANUAL NUMBER:

B2042-0-01-00-1 DEVELOPED/REVISED BY:

Gurmeet Singh Sidhu Technical Instructor Edward Lee Training Executive (Dev)

LAST APPROVED BY:

Low Chuen Onn STI (Dev)

Extended-Range Twin-Engine Operations (ETOPS)

Signatures are kept on file in the Training Manual Revision Record ISSUE:

01 JUN 2003 (1/REV. 00) PRINTED:

01 JUN 2003

COMMENTS:

Generic ETOPS Coverage

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

This document is issued on the express condition that any part or all of its content shall not by way of trade or otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or company without prior written permission of SIA Engineering Company Limited. Singapore Co. Regn. No.: 198201025C

INTENTIONALLY LEFT BLANK

COURSE OBJECTIVES The ETOPS 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.

At the end of the course, you will be able to relate to the following aspects: • General Overview on ETOPS • General ETOPS Approval Process • General Maintenance Requirements for ETOPS • ETOPS Regulatory Requirements


Contents Topic

Pages

General Overview on ETOPS

....

1 - 11

General ETOPS Approval Process

....

12 - 17

General Maintenance Requirements for ETOPS

....

18 - 24

Maintenance Regulatory Requirements

....

25 - 38

APPENDIX A SAR 4.11

....

A1 - A6

APPENDIX B FAA AC 120-42A Appendix 4

....

B1 - B4

APPENDIX C JAA GAI-20 ACJ 20X6 Appendix 4

....

C1 - C4

ENGINEERING TRAINING DEPARTMENT

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 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. Extended-Range Twin-Engine Operations ETOPS_tm.doc

For Training Purpose Only

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

ETOPS PHILOSOPHY

Extended-Range Twin-Engine Operations ETOPS_tm.doc


2


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 Extended-Range Twin-Engine Operations ETOPS_tm.doc


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. Extended-Range Twin-Engine Operations ETOPS_tm.doc


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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.



5


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.



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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



8


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.



9


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



10


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

SAR Chapter 4.11 from CAAS (Singapore) which is included in Appendix A of this notes CAAS Advisory Circular AC-FO 6/00 (Singapore) Advisory Circular AC 120-42A from the FAA (United States) Advisory Circular Joint GAI-20 (ACJ 20X6) from the JAA (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, protection and bottle capability Probability of system failures Operational and maintenance practices

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: o o o o o o

•

ETOPS maintenance Engineering Reliability program ETOPS dispatch Flight operations program Training

Continuing Surveillance

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



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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)



13


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 to 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-FO 6/00 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



15


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.



16


•

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.)



17


AIRCRAFT SYSTEM RELIABILITY 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.



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AIRCRAFT SYSTEMS RELIABILITY Typical ETOPS Significant Systems and sensitive items, with Airbus A320 as a reference, are identified as an example. •

ATA 21 – Air Conditioning Blower Fan Extracted Fan Avionics Equipment Ventilation 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 System FMS – Lateral Navigation FCU FMGC FMA – indications on PFD



19


•

ATA 24 – Electrical Power EDG Channel APU Driven – Generator Channel RAT, Extension control Transformer/Rectifier Unit

•

ATA 26 – Fire Protection APU Fire & Overheat Detection Avionics Smoke Detection System Smoke Detector in Fwd/Aft cargo compt. APU Fire Extinguishing

•

ATA 27 – Flight Controls 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



20


•

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 Extended-Range Twin-Engine Operations ETOPS_tm.doc


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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

Maintenance 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 that: (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

Verification Programme after Maintenance

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

Reliability 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



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7

APU In-flight Start Capabilities

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

Maintenance 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.

Note: SAR Chapter 4.11 Appendix 1 can be compared with FAA AC 120-42A Appendix 4 (Refer to Appendix B of this notes) and JAA ACJ 20X6 Appendix 4 (Refer to Appendix C of this notes).



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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.



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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).



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

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

2

2 different work teams

3*

-

System / component 1 Same/different crew at different period

-

Different LAE Different technician

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

System / component 2 Same/different crew at different period

-

Different LAE Different technician

-

Same LAE Different technician

Additional Requirements NIL

NIL

Verification check required

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



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.



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.



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.



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



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”



37





38

GLOSSARY AFM

–

Airplane Flight Manual

CMP

–

Configuration, Maintenance Procedure

ETOPS

–

Extended-Range Twin-Engine Operations

FCOM

–

Flight Crew Operations Manual

IFSD

–

In-Flight Shut-Down

IPC

–

Illustrated Parts Catalogue

JIC

–

Job Instructions Card

MMEL

–

Master Minimum Equipment List

MPD

–

Maintenance Procedure Documents

MTBF

–

Mean Time Before Failure

MTBUR

–

Mean Time Before Unscheduled Removal

APPENDIX A SAR 4.11 Extended-Range Twin-Engine Operations




SINGAPORE AIRWORTHINESS REQUIREMENTS CHAPTER 4.11

EXTENDED-RANGE TWIN-ENGINE OPERATIONS (ETOPS) EFFECTIVE DATE : 15 JULY 2000 REVISION NO : 0 (ISSUE 2)

1

General

1.1

This chapter prescribes the engineering requirements for ETOPS operations of Singapore aircraft pursuant to paragraph 29(5) of the Singapore Air Navigation Order.

2

Type Design

2.1

The essential airframe systems and the propulsion system for the particular airframe-engine combination shall be shown to be designed to fail-safe criteria and through service experience it must be determined that it can achieve a level of reliability suitable for the intended operation. The Configurations, Maintenance & Procedures (CMP) standard that establishes the suitability of an aircraft for extended range operation defines the minimum standard for the operation of ETOPS.

2.2

The operator shall obtain in writing from the manufacturer that the aircraft delivered to them complies with the type design, latest Airworthiness Directives and CMP standards.

2.3

The Type Design Approval for the aircraft does not reflect a continuing airworthiness or Operational Approval to conduct extended range operations. An Operational Approval for ETOPS operation has to be separately obtained from the Authority.

3

Operational Approval

3.1

The operator shall demonstrate the ability to maintain and operate the aircraft so as to achieve the necessary reliability and to train its personnel to achieve the competence in extended range twin-engine operations. The ETOPS maintenance requirements are in Appendix 1 of this chapter. The operator shall operate the aircraft type for twelve months, or a period as decided by the Authority, before applying for the ETOPS Operational Approval.


Appendix A


A1


3.2

The ETOPS Operational Approval to conduct an extended range twin-engine operation is in the form of a written permission from the Authority.

3.3

An operator requesting approval for extended range twin-engine operations or an increase of diversion time shall submit the application, with the required supporting data, to the Authority at least three months prior to the proposed start of extended range operation with the specific airframe-engine combination. The operator shall submit the following:

(a) (b) (c) (d) (e) capabilities. (f) (g) standards. (h) (i)

Type Design Approval. In-service experience. Propulsion system reliability (operator and world fleet). Reliability of significant airframe system. A programme to show the APU’s in-flight start Operator’s Reliability and Maintenance Programmes. Conformance to latest Airworthiness Directives and CMP Training of maintenance personnel. Any other data requested by the Authority.

4

Continuing Airworthiness

4.1

The aircraft manufacturer and the Type Certification Authority may periodically review the in-service reliability of the airframeengine 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.

4.2

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.

4.3

The validity of the ETOPS Operational Approval depends on the operator keeping its ETOPS fleets in compliance with the: (a) (b) (c)

Current CMP standards. Airworthiness Directives. Alert Service Bulletins.


Appendix A


A2


(d) chapter.

Maintenance requirements as in Appendix 1 of this

5

Minimum Equipment List (MEL)

5.1

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 shall include but are not limited to: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n) (o) (p)

6

Electrical power. Hydraulic system. Pneumatic. Flight instrumentation. Fuel. Flight control. Ice protection. Engine start and ignition. Propulsion system instruments. Navigation and communications. Auxiliary power-units. Air conditioning and pressurisation. Cargo fire suppression. Emergency equipment. Engine fire detection and extinguishing systems. Any other equipment required for extended range twinengine operations.

Aircraft Dispatch

6.1 The operator shall ensure that the aircraft is precluded from being dispatch for ETOPS when: (a)

After an engine in-flight shut-down (IFSD) on a previous

flight. (b) After primary airframe system failure on a previous flight. (c) After a replacement of an engine. (d) After failure of an engine power control system or significant adverse trends in engine performance. (e) After any major maintenance work on the aircraft. 6.2

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.


Appendix A


A3


6.3

The report shall identify the following: (a) (b) (c) (d) (e) (f)

Aircraft Registration. Engine identification (position, make and serial number). Total time, cycles and time since last shop visit. For systems, time since overhaul or last inspection of the defective unit. Phase of flight. Corrective action.

7

APU In-flight Start Capabilities

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

Maintenance 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


Appendix A


A4


those parts used after repair or overhaul, maintain the necessary ETOPS configuration for that aircraft.


Appendix A


A5




Appendix A


A6

APPENDIX B FAA AC 120-42A Appendix 4: 75, 120 and 180 min. ETOPS Maintenance Requirements




FEDERAL AVIATION AUTHORITIES ADVISORY CIRCULAR 120-42A

APPENDIX 4: 75, 120 AND 180 MIN. ETOPS MAINTENANCE REQUIREMENTS EFFECTIVE DATE : 12 DEC 1988 REVISION NO : 0 (ISSUE 1)

1. GENERAL. The maintenance program for airplanes used in 75-,120-, and 180-minute ETOPS should contain the standards, guidance, and direction necessary to support the intended operations. Maintenance personnel involved in affecting this program should be made aware of the special nature of ETOPS and have the knowledge, skills and ability to accomplish the requirements of the program. a.

ETOPS Maintenance Proqram.

(1) Airplane Suitability. The airframe-engine combination being submitted for ETOPS consideration will be reviewed by the FAA, Propulsion System Reliability Assessment Board (PSRAB) and the responsible type certificate holding office. The FAA will review data accrued by the world fleet and the operator from operation of ETOPS candidate airplanes to help establish the operator's capability to conduct ETOPS operations. This candidate airplane should meet the requirements of Paragraph 9 of this advisory circular. The FAA will review data on the airframe-engine combination and identify any conditions that exist which could prevent safe operation. NOTE: The candidate airplane for a 75-minute diversion time is not required to have achieved a predetermined number of hours or inflight shutdown rate for this assessment. (2) Maintenance Proqram. The basic maintenance program for the airplane being considered for ETOPS is the continuous airworthiness maintenance program currently approved for that operator, for the make and model airframe-engine combination. This program should be reviewed by the PMI to ensure that it provides an adequate basis for development of a supplemental ETOPS maintenance program. ETOPS maintenance requirements will be expressed in, and approved as, supplemental requirements. This should include maintenance procedures to preclude identical action being applied to multiple similar elements in any ETOP critical system (e.g. fuel control change on both engines). This relates to common cause concerns identified in Appendix 1, Paragraph 2.(d).


Appendix B


B1


(i) ETOPS related tasks should be identified on the operator's routine work forms and related instructions. (ii) ETOPS related procedures, such as involvement of centralized maintenance control, should be clearly defined in the operators program. (iii) 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 an ETOPS qualified maintenance person immediately prior to an ETOPS flight. NOTE: The service check may not be required for the return leg of a 75-minute ETOPS flight in a benign area of operation (defined in Appendix 5 ) (iv) Log books should be reviewed and documented as appropriate to ensure proper MEL procedures, deferred items, maintenance checks and that system verification procedures have been properly performed. (3) ETOPS Manual. The operator should develop a manual for use by personnel involved in ETOPS. This manual need not be inclusive but should at least reference the maintenance programs and other requirements described by this advisory circular, and clearly indicate where they are located in the operator's manual system. All ETOPS requirements, including supportive programs, procedures, duties, and responsibilities, should be identified and subject to revision control. This manual should be submitted to the certificate-holding office 60 days before implementation of ETOPS flights. (4) Oil Consumption Proqram. The operator's oil consumption program should reflect the manufacturer's recommendations and be sensitive to oil consumption trends. It should 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 should be included in the program. If the APU is required for ETOPS operation, it should be added to the oil consumption program. (5) Engine Condition Monitoring. This program should describe the parameters to be monitored, method of data collection and corrective action process. The program should reflect manufacturer's instructions and industry practice. This monitoring will be used to detect deterioration at an early stage to allow for corrective action before safe operation is effected. The program should ensure Extended-Range Twin-Engine Operations ETOPS_tm.doc

Appendix B


B2


that engine limit margins are maintained so that a prolonged singleengine diversion may be conducted without exceeding approved engine limits (i.e., rotor speeds, exhaust gas temperatures) at all approved power levels and expected environmental conditions. Engine margins preserved through this program should account for the effects of additional engine loading demands (e.g., anti-ice, electrical, etc.) which may be required during the single-engine flight phase associated with the diversion. (See Paragraph 8b(2)(iv).) (6) Resolution of Airplane Discrepancies. The operator should develop a verification program or procedures should be established to ensure corrective action following an engine shutdown, primary system failure, adverse trends or any prescribed events which require verification flight or other action and establish means to assure their accomplishment. A clear description of who must initiate verification actions and the section or group responsible for the determination of what action is necessary should be identified in the program. Primary systems, like APU, or conditions requiring verification actions should be described in the operators ETOPS maintenance manual. (7) Reliability Program. An ETOPS reliability program should be developed or the existing reliability program supplemented. This program should be designed with early identification and prevention of ETOPS related problems as the primary goal. The program should be event-orientated and incorporate reporting procedures for significant events detrimental to ETOPS flights. This information should be readily available for use by the operator and FAA to help establish that the reliability level is adequate, and to assess the operator's competence and capability to safely continue ETOPS. The FAA certificate-holding district office should be notified within 72 hours of events reportable through this program. (i) Besides the items required to be reported by Section 21.3 and 121.703 of the FARs, the following items should also be included: (A) (B) (C) (D) (E) (F) (ii)

In-flight shutdowns. Diversion or turnback. Uncommanded power changes or surges. Inability to control the engine or obtain desired power. Problems with systems critical to ETOPS. Any other event detrimental to ETOPS.

The report should identify the following. (A)

Airplane identification (type and N-Number).


Appendix B


B3


(B) (C) (D) (E) (F)

Engine identification (make and serial number). Total time, cycles, and time since last shop visit. For systems, time since overhaul or last inspection of the discrepant unit. Phase of flight. Corrective action.

(8) Propulsion System Monitoring. Firm criteria should be established as to what action is to be taken when adverse trends in propulsion system conditions are detected. When the propulsion system IFSD (computed on a 12-month rolling average) exceeds .05/1000 engine hours for a 120-minute operation, or exceeds .03/1000 engine hours for a 180-minute operation, an immediate evaluation should be accomplished by the operator and certificate-holding district office with consultation of the PSRAB. A report of problems identified and corrective actions taken will be forwarded to the Director, Flight Standards Service. With advice of the PSRAB, additional corrective action or operational restriction may be recommended. (9) Maintenance Training. The maintenance training program should focus on the special nature of ETOPS. This program should be included in the normal maintenance training program. The goal of this program is to ensure that all personnel involved in ETOPS are provided the necessary training so that the ETOPS programs are properly accomplished and to emphasize the special nature of ETOPS maintenance requirements. Qualified maintenance personnel are those that have completed the operator's extended range training program and have satisfactorily performed extended range tasks under the direct supervision of a FAA certificated maintenance person; who has had previous experience with maintaining the particular make and model aircraft being utilized under the operator's maintenance program. (10) ETOPS Parts Control. The operator should develop a parts control program that ensures the proper parts and configuration are maintained for ETOPS. The program includes verification that parts placed on ETOPS airplanes during parts borrowing or pooling arrangements, as well as those parts used after repair or overhaul, maintain the necessary ETOPS configuration for that airplane.


Appendix B


B4

APPENDIX C JAA GAI-20 ACJ 20X6 Appendix 4: ETOPS Maintenance Requirements




JOINT AVIATION AUTHORITIES GAI-20 ADVISORY CIRCULAR JOINT 20X6

APPENDIX 4: REQUIREMENTS

ETOPS

MAINTENANCE

EFFECTIVE DATE : 01 MAY 2002 REVISION NO : 0 (ISSUE 1)

1

GENERAL

The maintenance programme should contain the standards, guidance and direction necessary to support the intended operations. Maintenance personnel and other personnel involved should be made aware of the special nature of ETOPS and have the knowledge, skills and ability to accomplish the requirements of the programme. 2

ETOPS MAINTENANCE PROGRAMME

The basic maintenance programme for the aeroplane being considered for ETOPS is the continuous airworthiness maintenance schedule currently approved for that operator, for the make and model airframeengine combination. This schedule should be reviewed to ensure that it provides an adequate basis for development of ETOPS maintenance requirements. These should include maintenance procedures to preclude identical action being applied to multiple similar elements in any ETOPS significant system (e.g., fuel control change on both engines). a. ETOPS related tasks should be identified on the operator's routine work forms and related instructions. b. ETOPS related procedures, such as involvement of centralised maintenance control, should be clearly defined in the operator's programme. c. An ETOPS service check should be developed to verify that the status of the aeroplane and certain critical items are acceptable. This check should be accomplished by an authorised and trained person prior to an ETOPS flight. Such a person may be a member of the flight crew. d. Log books should be reviewed and documented, as appropriate, to ensure proper MEL procedures, deferred items and maintenance checks, and that system verification procedures have been properly performed. Extended-Range Twin-Engine Operations ETOPS_tm.doc

Appendix C


C1


3

ETOPS MANUAL

The operator should develop a manual for use by personnel involved in ETOPS. This manual need not include, but should at least reference, the maintenance programme and other requirements described by this Appendix, and clearly indicate where they are located in the operator's manual system. All ETOPS requirements, including supportive programmes, procedures, duties, and responsibilities, should be identified and be subject to revision control. This manual should be submitted to the Authority 30 days before implementation of ETOPS flights. Alternatively, the operator may include this information in existing manuals used by personnel involved in ETOPS. 4

OIL CONSUMPTION PROGRAMME

The operator's oil consumption programme should reflect the manufacturer's recommendations and be sensitive to oil consumption trends. It should 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 should be included in the programme. If the APU is required for ETOPS operation, it should be added to the oil consumption programme. 5

ENGINE CONDITION MONITORING

This programme should describe the parameters to be monitored, method of data collection and corrective action process. The programme should reflect manufacturer's instructions and industry practice. This monitoring will be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected. The programme should ensure that engine limit margins are maintained so 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. Engine margins preserved through this programme should account for the effects of additional engine loading demands (e.g., anti-icing, electrical, etc.) which may be required during the single-engine flight phase associated with the diversion. 6

VERIFICATION PROGRAMME AFTER MAINTENANCE

The operator should develop a verification programme or procedures should be established to ensure corrective action following an engine Extended-Range Twin-Engine Operations ETOPS_tm.doc

Appendix C


C2


shutdown, primary system failure or adverse trends or any prescribed events which require a verification flight or other action and establish means to assure their accomplishment. A clear description of who must initiate verification actions and the section or group responsible for the determination of what action is necessary should be identified in the programme. Primary systems or conditions requiring verification actions should be described in the operator's ETOPS manual. 7

RELIABILITY PROGRAMME

An ETOPS reliability programme should be developed or the existing reliability programme supplemented. This programme should be designed with early identification and prevention of ETOPS related problems as the primary goal. The programme should be eventorientated and incorporate reporting procedures for significant events detrimental to ETOPS flights. This information should be readily available for use by the operator and Authority to help establish that the reliability level is adequate, and to assess the operator's competence and capability to safely continue ETOPS. The Authority should be notified within 96 hours of events reportable through this programme. a. In addition to the items required to be reported by national regulations, the following items should be included: (i) (ii) (iii) (iv) (v)

in-flight shutdowns; diversion or turnback; uncommanded power changes or surges; inability to control the engine or obtain desired power; and problems with systems critical to ETOPS.

b.

The report should identify the following:

(i) aeroplane identification; (ii) engine identification (make and serial number); (iii) total time, cycles and time since last shop visit; (iv) for systems, time since overhaul or last inspection of the defective unit; (v) phase of flight; and (vi) corrective action. 8

PROPULSION SYSTEM MONITORING

The operator's assessment of propulsion systems reliability for the extended range fleet should be made available to the Authority (with the supporting data) on at least a monthly basis, to ensure that the


Appendix C


C3


approved maintenance programme continues to maintain a level of reliability necessary for extended range operation. The assessment should 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. Where the combined extended range fleet is part of a larger fleet of the same airframeengine combination, data from the operator's total fleet will be acceptable. However, the reporting requirements of paragraph 7 of this Appendix must still be observed for the extended range fleet. Any adverse sustained trend would require an immediate evaluation to be accomplished by the operator in consultation with the Authority. The evaluation may result in corrective action or operational restrictions being applied. Note: Where statistical assessment alone may not be applicable, e.g., when the fleet size is small, the operator's performance will be reviewed on a case-by-case basis. 9

MAINTENANCE TRAINING

The Maintenance training should focus on the special nature of ETOPS. This programme should be included in the normal maintenance training. 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. Qualified maintenance personnel are those that have completed the operator's 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. 10

ETOPS PARTS CONTROL

The operator should 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 aeroplane during parts borrowing or pooling arrangements, as well as those parts used after repair or overhaul, maintain the necessary ETOPS configuration for that aeroplane.


Appendix C


C4

ETOPS Training

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