Professional Documents
Culture Documents
B2042-0-01-00-1
DEVELOPED/REVISED BY:
Edward Lee
Training Executive (Dev) Extended-Range
Twin-Engine
Operations
LAST APPROVED BY:
ISSUE:
01 JUN 2003 (1/REV. 00)
PRINTED:
01 JUN 2003
COMMENTS:
Generic ETOPS
Coverage
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
At the end of the course, you will be able to relate to the following aspects:
APPENDIX A .... A1 - A6
SAR 4.11
APPENDIX B .... B1 - B4
FAA AC 120-42A Appendix 4
APPENDIX C .... C1 - C4
JAA GAI-20 ACJ 20X6 Appendix 4
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.
PURPOSE
TRAINING SUPPORT
ETOPS PHILOSOPHY
DEFINITIONS
(a) Aerodrome
(i) Adequate
(ii) Suitable
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 in-
flight operations.
(d) Engine
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.
(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.
(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.
ORIGINAL REGULATION
ORIGINAL RULE
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.
Note: Under FAA rule, for the US operators, maximum diversion time
allowed remained 60 minutes, or greater with special approval.
ORIGINAL REGULATION
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: A 15% extension from 120 to 138 minutes was available under
special conditions.
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.
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.
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
REGULATIONS IN USE
The main regulations in use are:
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.
o ETOPS maintenance
o Engineering
o Reliability program
o ETOPS dispatch
o Flight operations program
o Training
• Continuing Surveillance
APPROVAL PROCESS
GENERAL
The first step in the Approval Process is to determine that the aircraft is
airworthy for ETOPS.
Note: These considerations are covered in the two phases of the Type
Design Approval under eligibility and capability.
ELIGIBILITY
CAPABILITY
Note: The FAA does not distinguish in the wording of Advisory Circular
120-42A between eligibility and capability.
GENERAL
CONSIDERATIONS
• 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
APPROVAL STAGES
GENERAL
SPECIFIC AREAS
ESSENTIAL SYSTEMS
CRITICAL SYSTEMS
Blower Fan
Extracted Fan
Avionics Equipment Ventilation Computer
CPC 1
Outflow Valve (motor 1)
Pack Flow Control Valve
Air Conditioning Pack
EMER RAI
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
EDG Channel
APU Driven – Generator Channel
RAT, Extension control
Transformer/Rectifier Unit
• ATA 28 – Fuel
• ATA 34 – Navigation
Altitude Display
• ATA 36 – Pneumatic
• ATA 49 – APU
APU
• ATA 74 – Ignition
Ignition System
CMP DOCUMENT
GENERAL
ETOPS STANDARDS
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
REGULATORY REQUIREMENTS
REGULATION
All Singapore registered ETOPS aircraft must adhere to maintenance
requirements stated in Singapore Airworthiness Requirements Chapter
4.11 Appendix 1.
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.
2 ETOPS Manual
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.
6 Reliability Programme
(c) Total time, cycles and time since last shop visit.
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 in-
flight 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 in-
flight 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
TIME TO ACCOMPLISH
• 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.
MAINTENANCE PROGRAMME
ETOPS MAINTENANCE PROGRAMME
ETOPS maintenance tasks are tasks which are required to assure the
condition of the aircraft and engine systems and equipment for ETOPS.
The operator shall ensure that the aircraft is precluded from being
dispatch for ETOPS:
The ETOPS engine reliability as per SAR Chapter 4.11 Appendix 1 is:
• Turns downward
• Goes below defined reliability target
If an alert is triggered:
• Aircraft identification
• Aircraft systems
• Phase of flight
• Corrective action
RELIABILITY INDICATORS
Dispatch reliability:
SAR 4.11
Extended-Range
Twin-Engine Operations
EXTENDED-RANGE TWIN-ENGINE
OPERATIONS
(ETOPS)
EFFECTIVE DATE : 15 JULY 2000
REVISION NO : 0 (ISSUE 2)
1 General
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
4 Continuing Airworthiness
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:
6 Aircraft Dispatch
6.1 The operator shall ensure that the aircraft is precluded from
being dispatch for
ETOPS when:
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 in-
flight 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 in-
flight 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
FAA AC 120-42A
Appendix 4: 75, 120 and 180 min.
ETOPS Maintenance
Requirements
1 GENERAL
3 ETOPS MANUAL
7 RELIABILITY PROGRAMME
9 MAINTENANCE TRAINING