Rules and Regulations and Requirements for Extended Range Twin Engine Operations (ETOPS)

August 24, 2000

ATO MEMORANDUM CIRCULAR NO. 16-00

 

Effective immediately, in the interest of air safety and pursuant to Section 32, paragraph (9) of Republic Act No. 776, Air Carriers seeking ATO approval to conduct ETOPS flights may use the following as guidance when developing their ETOPS program. Additional guidance may be found in the FAA Advisory Circular, AC 120-42A:

EXTENDED RANGE TWIN ENGINE OPERATIONS (ETOPS)

1. CONDITIONS REQUIRED TO FLY ETOPS

1.1 Bases for Operations

1.1.1 AC 120-42 A (FAA)

1.1.2 Advisory Material Joint (AMJ) 120-42 by the Joint Airworthiness Authorities (JAA) AEScHa

1.1.3 Air Transportation Office A.O. 121, Series of 1995

1.2 Other References

1.2.1 DOT Canada TP 6327

1.2.2 DGAC France, Complementary Condition CTC 20

1.2.3 UK Civil Aviation Publication CAP 513

1.2.4 Australia Air Navigation Order (ANO)

1.3 Type Certification

1.3.1 ETOPS type certification rules require initial assessment of the aircraft and engine plus a continuous surveillance of in-service performance. IAEcCT

1.3.2 Principal areas of concern:

1.3.2.1 Electrical power generation (3 sources);

1.3.2.2 Cargo fire suppression (maximum diversion time + 15 minutes)

1.3.2.3 Equipment bay cooling

1.3.2.4 Systems redundancy and segregation; and

1.3.2.5 Propulsion system reliability:

1.3.2.5.1 120 minutes — less than 5 inflight shutdowns per 100,000 hours;

1.3.2.5.2 180 minutes — less than 2 inflight shutdowns per 100,000 hours

1.3.3 Normally, the manufacturer for an aircraft type obtains ETOPS certification when it leaves the factory (concerning airframe and engine)

2. OPERATIONAL APPROVAL

To obtain and retain an operational approval, an airline must prove the following:

2.1 The aircraft is configured according to the CMP (Configuration Maintenance and Procedures) manual; CSDcTH

2.2 Appropriate maintenance and operations practices are defined as per sections 3 and 4 of this Memorandum Circular, and a continuous surveillance of in-service performance is established, including:

2.2.1 A special list of maintenance personnel to release aircraft on ETOPS operations;

2.2.2 List of specified aircraft for ETOPS Operations;

2.2.3 List of all spare parts needed to maintain ETOPS capability;

2.2.4 Maintenance of ETOPS manual;

2.2.5 Job cards and checklists;

2.2.6 An Engine/APU oil consumption program must be initiated and monitored;

2.2.7 MEL dispatch policy and follow-up;

2.2.8 The MEL is updated for ETOPS, considering any specific conditions associated with the intended routes; cEATSI

2.2.9 Operational specifications are established;

2.2.10 Detailed company dispatch training program;

2.2.11 A scheme of radio communication network is developed;

2.2.12 Enroute and diversion weather limits are established;

2.2.13 A detailed area of operation is established;

2.2.14 Maximum diversion time established with the associated single engine speed (SES);

2.2.15 List of adequate airports is prepared and updated;

2.2.16 A detailed company policy of diversion strategies is prepared;

2.2.17 A detailed company policy of fuel calculation is prepared; and

2.2.18 A detailed company training program is prepared and given.

3. MAINTENANCE APPROVAL

A satisfactory maintenance program shall include:

3.1 Supplemental maintenance program. This program must include the basic maintenance program with additional ETOPS requirements for the aircraft being considered. There is a requirement for a specific ETOPS release statement to be included in the aircraft maintenance log, which must be executed by an ETOPS trained mechanic/technician endorsed on the aircraft type. These requirements should include maintenance procedures that prevent simultaneous actions on ETOPS critical parallel systems such as changing oil filters, chip detectors, fuel controls, etc., from being done on both engines. SACEca

3.2 Verification program. This program must have procedures that would preclude an aircraft from being dispatched for extended range operations unless appropriate corrective actions have been taken and verified, after any of the following situations:

3.2.1 A propulsion system shutdown;

3.2.2 A primary system failure; or

3.2.3 Any significant adverse trends/repeat problems from a previous flight.

3.3 Airframe/Engine condition monitoring program. Condition monitoring should provide system for data collection that ensures the timely analysis and correction of engine problems. This program should accomplish the following:

3.3.1 Prevent in-flight shutdown of powerplant systems through detection of early stage deterioration; and

3.3.2 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, etc.) at all approved power levels and expected environmental conditions.

3.4 Reliability Program. This must be an event-oriented reliability program designed primarily to identify and prevent problems. This program must incorporate reporting criteria for use by the carrier and the ATO as a measure of extended range reliability. The ETOPS reliability program can be a supplement to an existing reliability program if the existing program is event-oriented. SCHATc

3.5 Engine/APU oil consumption monitoring program. This program must monitor oil consumption on a flight-by-flight basis. This monitoring must take into account the amount of oil added at the departing ETOPS stations with a reference to the running average consumption. Additionally, prior to each extended range leg, the program must verify the oil system integrity.

3.6 Configuration Control Program. This program should ensure that the aircraft ETOPS configuration is in compliance with the configuration standards listed in the latest approved Configuration, Maintenance and Procedures (CMP) document.

3.7 Extended range parts control program. This program should ensure that distinct ETOPS part, as required by the type design criteria, are utilized to maintain the integrity of systems unique to ETOPS. This program must consider verification of parts placed on the aircraft through parts borrowing and pooling agreements.

3.8 ETOPS Service Check. Maintenance check(s) to address the requirements for an ETOPS dispatch should be proposed to the ATO. The Service Check for ETOPS flight can be based on the Service Check of a normal flight amended by specific ETOPS checks.

3.9 Minimum Equipment List (MEL) requirements for ETOPS. The MMEL for aircraft which have been certified for ETOPS include the required additional restrictions for ETOPS operation. Therefore, in establishing its own airline's MEL, the operator must introduce these additional ETOPS restrictions which must be approved by the ATO. As for a normal MEL, the ETOPS MEL must not be less restrictive than the MMEL.

3.10 Maintenance training program. The training program, initial and recurrent, should focus on extended range awareness for all personnel involved in the extended range maintenance program. It may be included in the normal maintenance training but should emphasize the special nature of extended range maintenance requirements as follows:

3.10.1 ETOPS regulations/Operational approval;

3.10.2 Dispatch considerations: MEL constraints;

3.10.3 Aircraft configuration: additional maintenance tasks (CMP);

3.10.4 Engine and systems review;

3.10.5 ETOPS service checks;

3.10.6 Spare parts control;

3.10.7 Engine/APU preventive maintenance;

3.10.8 In-flight Shutdown (IFSD) prevention program; and

3.10.9 Use of on board maintenance facilities.

3.11 Continuing analysis and surveillance program. The air carrier's normal continuing analysis and surveillance program should be supplemented to require regular surveillance of the extended range program. This supplemented program must ensure the continued integrity of the ETOPS maintenance programs while allowing for program adjustments, as required. CaATDE

4. OPERATIONS APPROVAL

A satisfactory operations program shall include:

4.1 All the bases for ETOPS operations such as FAA Advisory Circulars, JAA, AMJ 120-42, FCOMS, BOMS, A-O 121 S-1995, etc. must be updated and approved by ATO.

4.2 Flight Operations

An ETOPS procedures and training program must be submitted and approved by the ATO and shall include the following:

4.2.1 Detailed Company Flight Deck Crew Training:

4.2.1.1 Grounds Course including:

4.2.1.1.1 ETOPS history;

4.2.1.1.2 General regulations and definitions;

4.2.1.1.3 Flight preparation together with dispatcher;

4.2.1.1.4 Dispatcher linkage; and

4.2.1.1.5 Loss of radio communication with ATO or dispatcher. ASTcEa

4.2.1.2 Simulator sessions covering practical sectors:

4.2.1.2.1 One, to demonstrate full flight preparation and FMC utilization (may be done in FBS);

4.2.1.2.2 A second, to demonstrate entry, in-flight and diversion procedures (FFS);

4.2.1.2.3 A third, to review and check the crew reliability during downgraded situation(s) (FFS);

4.2.1.3 An annual recurrent training in the simulator similar to the above third session oriented to LOFT;

4.2.1.4 At least one (1) Initial Operating Experience (IOE) line flight prior to release; and

4.2.1.5 Recency requirement: Two ETOPS flights (actual or simulator) per six months. HACaSc

4.2.2 Detailed Company Flight Dispatch Training:

4.2.2.1 During a ground course:

4.2.2.1.1 A common course with flight deck crew;

4.2.2.1.2 A technical course to explain usage of documentation and computerized data; and

4.2.2.1.3 A full flight preparation with Flight Deck Crew;

4.2.2.2 Practical exercises involving:

4.2.2.2.1 Full ETOPS flight preparation;

4.2.2.2.2 At least one session (FFS) with Flight Deck Crew;

4.2.2.2.3 To follow in full scale a flight with downgraded situation; and

4.2.2.2.4 To prepare and resolve some problems in flight;

4.2.2.3 Knowledge of all specific constraints;

4.2.2.4 Ability to provide for every contingency; 

4.2.2.5 Recurrent training consists of handling/dispatching two ETOPS flights per six months under the supervision of an ETOPS Dispatcher Instructor. Grade slip and certification of satisfactory completion are required; and

4.2.2.6 Recency Requirement: handling/dispatching at least two ETOPS flights every six months.

4.2.3 ETOPS Check Airmen

4.2.3.1 The ETOPS Check Pilots and ETOPS Flight Dispatch Instructors are responsible for ETOPS flight standards, practices and procedures and for the conduct and supervision of the line training and recurrent training programs. HaTDAE

4.2.4 Lists of ETOPS Approved Personnel

4.2.4.1 The List of ETOPS Approved Personnel must be updated and include the following:

4.2.4.1.1 ETOPS Check Airmen;

4.2.4.1.2 ETOPS Line Pilots;

4.2.4.1.3 ETOPS Flight Dispatch Instructors; and

4.2.4.1.4 ETOPS Flight Dispatchers,

4.2.5 ETOPS operational policies and specifications must be submitted to the ATO for approval and are to include;

4.2.5.1 Responsibilities for administration, updating and distribution of an ETOPS Manual;

4.2.5.2 Declared ETOPS Fleet must meet the criteria and configuration requirements defined in the aircraft's ETOPS Type Design Approval and in the associated CMP document and revisions thereof;

4.2.5.3 Fleet Configuration Control:

4.2.5.3.1 Procedures must be defined to ensure that the ETOPS configuration is maintained or that the aircraft is re-graded to a Non-ETOPS status as required; and

4.2.5.3.2 Maintenance Manual must also ensure that the reported defects relevant to ETOPS operations are rectified before any further ETOPS flights or that the aircrafts is re-graded to a non-ETOPS status as required; cHECAS

4.2.5.4 The ETOPS area of operation must be defined by the maximum diversion distance from the set of adequate airports selected to support the route or set of routes for the particular type of aircraft to be used. The ETOPS areas of operation may be defined by plotting on Jeppessen Charts, or equivalent which should be available at the Flight Dispatch Office for use by the Flight Deck Crew aboard the aircraft. The following factors must be addressed:

4.2.5.4.1 All the routes used by the company have to be defined by the departure, arrival, alternate and diversion airports normally used by the company. Diversion airports must be chosen from the adequate airport list.

4.2.5.4.2 A list of adequate airports able to receive an aircraft proceeding on a diversion must be developed and published. The Company must prove that the following conditions are satisfied;

4.2.5.4.3 Overflight and landing authorizations;

4.2.5.4.4 Capability of operational assistance:

• Navigation aids suitable for arrival and departure

• Weather information from Meteorology

• Notam information;

4.2.5.4.5 Safety capability:

• CRF

• Mechanical Assistance;

4.2.5.4.6 Handling capability and catering service (fuel, food, etc.);

4.2.5.4.7 Capability of medical assistance; and

4.2.5.4.8 Ability to receive and lodge all passengers;

4.2.5.5 A detailed company policy of diversion strategies, including obstacle assessment, based on routes in use with the company's specific requirements. The company has to define a diversion strategy policy depending on the following scenarios:

4.2.5.5.1 Engine failure alone;

4.2.5.5.2 Engine failure + pressurization failure;

4.2.5.5.3 Pressurization failure alone;

4.2.5.6 ETOPS Fuel Planning

4.2.5.6.1 The single engine diversion without pressurization failure is never fuel limiting. Therefore, the minimum required block fuel for dispatching an ETOPS flight is the greater of the following fuel quantities:

• Standard fuel planning;

• ETOPS fuel planning considering an engine failure and a pressurization failure occurring at the critical point, or

• ETOPS fuel planning considering a pressurization failure only, occurring at the critical point. ESTDIA

4.2.6 ETOPS Fuel Policy

4.2.6.1 For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel planning, the diversion fuel is defined as the total of the following:

4.2.4.1.1 Fuel burn from the critical point to 500 feet above the enroute alternate airport considering the individual aircraft performance factor as defined by the company's relevant aircraft performance monitoring program;

4.2.4.1.2 5% of the above fuel-burn off, as contingency fuel;

4.2.4.1.3 15 minutes holding at 1500 ft. above the alternate airport; and

4.2.4.1.4 First (IFR) approach/Go-Around/second (VFR) approach. DCcIaE

4.2.6.2 When determining the fuel requirements above, the following effects must be considered:

4.2.6.2.1 Any MEL/CDL item as applicable;

4.2.6.2.2 Use of NAI and WAI systems due to icing forecast conditions; or

4.2.6.2.3 Ice accretion on the unheated surfaces of the aircraft.

4.2.7 Maximum Diversion Distance (MDD)

4.2.7.1 The MDD is the distance covered in still air and ISA conditions (unless the area of operation is eligible for the consideration of an average yearly positive temperature deviation from ISA) within the Maximum Diversion Time granted to the airline, at the declared single engine operation, diversion cruise speed and reference gross weight and at the associated optimum diversion altitude.

4.2.7.2 The MDD starts from the descent point considered to be at the critical point (CP) and takes into account the descent profile from the initial cruise altitude down to the diversion cruise altitude.

4.2.7.3 The MDD is used to define the area of operation (and correspondingly, as applicable, the area or areas of unauthorized operation, also referred to as exclusive zones) by drawing circles centered on each declared suitable enroute alternate airport with a radius equal to the Maximum Diversion Distance.

4.2.8 Maximum Diversion Time (MDT)

4.2.8.1 The MDT from an enroute alternate airport (e.g., 75, 90, 105, 120, 138, 180 minutes) is granted to an Airline by ATO and is a function of the following factors:

4.2.4.1.1 The MDT defined for the airframe/engine combination and set forth in the Aircraft Type Design Approval (TDA);

4.2.4.1.2 The airline's prior experience with the aircraft in non-ETOPS or ETOPS operation, or the successful completion by the airline of an approved Accelerated ETOPS Approval Plan.

4.2.9 Single Engine Operation Cruise Speed

4.2.9.1 The Single Engine Speed (SES) is a fixed speed calculated by the manufacturer, demonstrated to the National Aviation Authority for the following purpose:

4.2.9.1.1 Establishing the geometrical definition of the operating area (maximum diversion area);

4.2.9.1.2 Establishing the diversion fuel requirements for a single engine diversion;

4.2.9.1.3 Establishing the net level off altitude to safely clear any enroute obstacle by the appropriate margin as specified in the company's BOM; and

4.2.9.1.4 Conducting the diversion following an engine failure. CcaDHT

4.2.10 Aircraft Reference Gross Weight

4.2.10.1 For the purpose of defining a unique maximum diversion distance for the respective areas of operation, the company must declare the value of the aircraft gross weight. It must be a realistic weight based on data and analysis of the route structure.

4.2.11 Flight Dispatch Limitation

4.2.11.1 A flight dispatch limitation must be established and is not to exceed the approved MDT (see section 4.2.8) from a suitable alternate airport. This limitation will be applied when selecting alternate airports for each ETOPS flight.

4.2.12 Dispatch and Enroute Weather Minima

4.2.12.1 The Company must declare dispatch and enroute weather minima for each selected ETOPS adequate enroute alternate airport and for each runway usable by the aircraft. These minima must be consistent with the existing rules and regulations pertinent to ETOPS operations.

4.2.13 Scheme of Radio Communication Network

4.2.13.1 The Company must prove the reliability of radio communication for the duration of each ETOPS flight using HF, VHF, ACARS or other means between the dispatcher and the aircraft, as well as between the contact persons at the adequates enroute alternate airports and the aircraft.

4.2.14 Flight Crew Briefing Folder

4.2.14.1 The Flight Crew Briefing Folder compiled for an ETOPS flight is comprised of a minimum of the following documents:

4.2.14.1.1 Track message for the OTS to be flown (OTS Category Display);

4.2.14.1.2 OTS Analysis Message (Optimum mind analysis);

4.2.14.1.3 NOTAMS;

4.2.14.1.4 TAF, METAR Message (SPECI, SIGMET, SNOWTAM messages);

4.2.14.1.5 Significant Weather Charts;

4.2.14.1.6 Winds Aloft Charts (500, 300, 250 and 200 hectopascals); AEDHST

4.2.14.1.7 Satellite picture (if available);

4.2.14.1.8 ATC flight plan;

4.2.14.1.9 Computerized flight plan (CFP) log;

4.2.14.1.10 Plotting chart or orientation chart (with the required marked up data);

4.2.14.1.11 Waypoints list; and

4.2.14.1.12 Dispatch information (only required where and/or when no personal dispatch briefing is provided).

4.2.15 ETOPS Awareness Program

4.2.15.1 The company will develop a program to notify company operations personnel of any changes and updates to the ETOPS program. DHACES

4.2.16 Feedback and Monitoring

4.2.16.1 All significant operational events that have been reported by the crew or external sources should be assessed and evaluated by at least the department head.

4.2.16.2 The Quality Assurance Sub-Department should provide monthly reports to the Flight Operations Department.

4.2.16.3 ETOPS dispatch and operational reliability must be analyzed by officials of the Flight Operations Department.

4.2.16.4 Periodic audit by Quality Assurance must be programmed to ensure that ETOPS policies, procedures and documents defined in applicable ETOPS regulations are complied with.

4.2.16.5 The ETOPS program should be managed by designated person(s) responsible for the management and safe conduct of the program, preferably by a flight operations safety officer.

All previous directives that may be in conflict herewith are hereby rescinded.

For strict compliance. cCSTHA

(SGD.) JACINTO F. ORTEGA, JR.Assistant Secretary

Published in The Philippine Star on September 13, 19, and 26, 2000.