Notice: Advisory Circulars Availability, Etc.: Extended Operations and Polar Operations

Monday,
September 17, 2007
Part V
Department of
Transportation
Federal Aviation Administration
Proposed Advisory Circular No. 120–42B,

Extended Operations (ETOPS) and Polar
Operations; Notice Proposed Advisory
Circular No. 135–42, Extended Operations
(ETOPS) and Operations in the North
Polar Area; Notice
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53044 Federal Register / Vol. 72, No. 179 / Monday, September 17, 2007 / Notices
DEPARTMENT OF TRANSPORTATION Commenters must identify AC No. 120– 400. ETOPS Qualifications
42B and submit comments to the 401. Application for ETOPS Authorization
Federal Aviation Administration address specified under ADDRESSES. All 402. ETOPS Authorities
403. ETOPS Authorization Requirements
[Docket Number FAA–2002–6717] communications received on or before
404. Validation Flight(s)
the closing date for comments will be 405. Required Demonstration on a
Proposed Advisory Circular No. 120– considered by the FAA before issuing Validation Flight
42B, Extended Operations (ETOPS) the final AC. Chapter 5. FAA ETOPS Approval
and Polar Operations An electronic copy of the proposed 500. Final ETOPS Operating Authority
AC, which are published in full here, 501. ETOPS OpSpecs
AGENCY: Federal Aviation may be obtained by accessing the FAA’s 502. Changes to Approved ETOPS
Administration, DOT. web page at—http://www.faa.gov/ Operations, Maintenance and Training
ACTION: Notice of availability of a regulations_policies/rulemaking/ Procedures
proposed advisory circular and request recently_published/. 503. Processes after Receiving ETOPS
for comments. The Extended Operations (ETOPS) Authority
Chapter 6. Polar Operations
final rule was published in the Federal
SUMMARY: This notice announces the 600. Background
Register on January 16, 2007. This final 601. Definition
availability of and requests comments rule applies to air carrier (part 121), 602. Applicability
on a proposed Advisory Circular (AC): commuter, and on-demand (part 135) 603. Polar Requirements
AC No. 120–42B, Extended Operations turbine powered multi-engine airplanes 604. Validation before Approval
(ETOPS) and Polar Operations. Also in used in extended-range operations. All- 605. FAA Polar Area Approval
this Federal Register, the FAA cargo operations in airplanes with more Appendix 1. Definitions
publishes draft AC No. 135–42, than two engines were exempted from Appendix 2. ETOPS Approvals
Extended Operations (ETOPS) and most of the rule. It established Appendix 3. ETOPS Approval Methods
Operations in the North Polar Area, for regulations governing the design, Chapter 1. General
public comment. operation and maintenance of certain
DATES: Comments must be received on 100. Applicability. This AC concerns
airplanes operated on flights that fly
or before October 17, 2007. those certificate holders applying for
long distances from an adequate airport.
approval to conduct ETOPS under
ADDRESSES: Send all comments on the This advisory circular provides further
§ 121.161, as well as those certificate
proposed AC to Docket Number FAA– guidance for these extended operations
holders applying for approval to
2002–6717, using any of the following to those conducting operations under 14
conduct flights where a portion of
methods: CFR part 121. It also further clarifies the
which traverse either the North or South
• DOT Docket Web site: Go to http:// rule’s requirements for Polar operations.
Polar Areas, as defined in part 121,
dms.dot.gov and follow the instructions Issued in Washington, DC on August 27, § 121.7. This AC also provides guidance
for sending your comments 2007. in resolving operational issues to
electronically. James J. Ballough, certificate holders currently conducting
• Government-wide rulemaking Web Director, Flight Standards Service. such operations.
site: Go to http://www.regulations.gov
Draft Advisory Circular 120–42B, Extended 101. Cancellations. The following
and follow the instructions for sending
Operations (ETOPS) and Polar Operations AC’s and policy letters are cancelled:
your comments electronically.
• AC 120–42A, Extended Range
• Mail: Send comments to the Docket Contents
Operation with Two-Engine Airplanes,
Management Facility; U.S. Department Paragraph dated December 30, 1988;
of Transportation, 1200 New Jersey Chapter 1. General • ETOPS Policy Letter (EPL) 95–1,
Avenue, SE., West Building Ground 100. Applicability 138-Minute ETOPS Operational
Floor, Room W12–140, Washington, DC 101. Cancellations
Approval Criteria, dated December 19,
20590. 102. Related Regulations
1994;
• Fax: Fax comments to the Docket Chapter 2. Background on ETOPS
200. ETOPS Regulatory Requirements • EPL 20–1, 207-Minute ETOPS
Management Facility at 202–493–2251.
• Hand Delivery: Bring comments to 201. Evolution of ETOPS Operational Approval Criteria, dated
the Docket Management Facility in 202. ETOPS Applicability to All Passenger- March 21, 2000; and
Room W12–140 of the West Building
Carrying Airplanes Flown in Long-Range • FAA Policy Letter, Guidance for
Operations Polar Operations, dated March 5, 2001.
Ground Floor at 1200 New Jersey 203. ‘‘Extended Operations’’ 102. Related Regulations. 14 CFR part
Avenue, SE., Washington, DC, between 204. Preclude and Protect 21, § 21.4; part 25, § 25.1535; part 121,
9 a.m. and 5 p.m., Monday through 205. ETOPS Areas of Operation
§§ 121.7, 121.97, 121.99, 121.106,
Friday, except Federal holidays. 206. ETOPS Alternate Requirements
207. ETOPS In-Service Experience 121.135, 121.161, 121.162, 121.191,
FOR FURTHER INFORMATION CONTACT: Jim
Requirements 121.197, 121.374, 121.410, 121.415,
Ryan, Air Transportation Division 121.565, 121.624, 121.625, 121.631,
208. Operational Reliability and Systems
(AFS–220), Federal Aviation 121.633, 121.646, 121.687, 121.689,
Suitability Requirements
Administration, 800 Independence Chapter 3. Requirements for ETOPS 121.703, 121.704, and 121.705; and part
Avenue SW., Washington, DC 20591; Authorization 121, appendix P (http://
telephone: (202) 267–7493, e-mail 300. ETOPS Requirements www.gpoaccess.gov/ecfr).
Jim.Ryan@faa.gov. 301. Maintenance Requirements for Two-
SUPPLEMENTARY INFORMATION Engine ETOPS Authorization Chapter 2. Background on ETOPS
302. ETOPS Maintenance Training

Authority: 49 U.S.C. 106(g), 40113, 44701, 200. ETOPS Regulatory Requirements.
Requirements
44702, 44703. 303. ETOPS Flight Operations
a. All two-engine airplanes and three-
Requirements and four-engine passenger-carrying
Comments Invited airplanes operated under part 121 are
304. Flight Operations Training
Interested parties are invited to Requirements required to comply with § 121.161. This
submit comments on the proposed AC. Chapter 4. Applications To Conduct ETOPS regulation imposes special requirements
Federal Register / Vol. 72, No. 179 / Monday, September 17, 2007 / Notices 53045
for extended operations (ETOPS) for operations of all airplanes whose (2) Risk, as measured by diversion
these airplanes. These operations are routings take them great distances from length, is mitigated by application of
defined as: adequate airports. Throughout the regulations and guidance reflecting
(1) Two-Engine Airplanes. These are evolution of the current § 121.161, the current best practices that address the
flights whose planned routing contains following factors have remained type certification of the ETOPS airplane
a point farther than 60 minutes flying constant: and its systems as well as the
time from an adequate airport at an (1) The rule has always applied to all operational environment of such
approved one-engine-inoperative cruise areas of operation, and has not been operations.
speed in still air. limited to overwater operations. (3) ETOPS can be managed
(2) Passenger-Carrying Airplanes with (2) Any additional restrictions successfully, and the level of safety can
More Than Two Engines. These are imposed or, alternatively, any be maintained, by up-to-date regulations
flights whose planned routing contains deviations granted to operate in excess and guidance that articulate quantifiable
a point farther than 180 minutes flying of the basic requirements, were based on standards of reliability and experience.
time from an adequate airport at an a finding by the Administrator that c. The original guidance for extended-
approved one-engine-inoperative cruise adequate safety would be provided in range operations with two-engine
speed in still air. the proposed operation and current airplanes in AC 120–42 allowed an
b. To conduct ETOPS, the specified levels of safety would be maintained increase of up to 15 percent to the
airplane-engine combination must be when all factors were considered. This maximum diversion time of 120
certificated to the airworthiness finding was never limited to engine minutes. This provision was eliminated
standards of transport-category reliability alone. with the release of the guidance in AC
airplanes and be approved for ETOPS. (3) The airports used in meeting the 120–42A, providing for operations up to
(Airplane certification guidance for provisions of the rule must be adequate 180 minutes. Recognizing a need for
ETOPS can be found in § 121.162 and for the airplane used (that is, available ETOPS diversion authority between 120
§ 25.1535, as well as AC 25.1535–1. As for safe landings and takeoff with the and 180 minutes, the FAA reinstated the
with all other operations, a certificate weights authorized). 138-minute provision by issuing EPL 95
holder requesting any route approval (4) Adequate levels of safety within 1 in 1994. In March of 2000, at the
must first show that it is able to the operation are to be maintained. request of the industry, the FAA issued
satisfactorily conduct operations Operations over increasingly remote ETOPS Policy Letter (EPL) 20–1, 207
between each required airport as areas and the possibility of increased Minute ETOPS Operation Approval
defined for that route or route segment, diversion lengths have a potentially Criteria. This document provided a
and any required en route alternate negative impact on the safety of the similar 15 percent increase in the 180-
airport. Certificate holders must show diversion, and thus the operation as a minute maximum diversion time and
that the facilities and services specified whole. Additional regulatory gave limited relief to ETOPS certificate
in §§ 121.97 through 121.107 (domestic requirements are intended to ensure that holders in the specific case of North
and flag operations) and §§ 121.113 this potential increase in risk is Pacific Operations.
through 121.127 (supplemental and mitigated and that adequate levels of d. Since the advent of the original
commercial operations) are available safety within operations are retained. § 121.161, extended two-engine airplane
and adequate for the proposed (5) When considering the impact of operations have been governed by this
operation. In addition, the certificate operating at greater distances from rule, and the process of evolving and
holder must be approved for ETOPS airports, the certificate holder must progressive guidance has reflected the
under part 121. This AC provides the show that the operation can be successful and ever-increasing
additional guidance for certificate conducted at a level of reliability that experience of the industry. As capable
holder approval for ETOPS. maintains an acceptable level of risk. as this body of guidance has been in the
201. Evolution of ETOPS. b. In June of 1985, responding to the past, it became increasingly clear that a
a. Section 121.161 has an extensive industry’s desire to take advantage of need existed to codify all the disparate
historical basis, which began as early as the increased reliability and capabilities documents into a single body of rules,
1936. Before obtaining approval for of two-engine airplanes, the FAA issued and to update the existing rules to
operation in 1936, an applicant AC 120–42. This AC provided guidance reflect all the industry improvements
operating an airplane with two piston on one means of obtaining deviation such progress has used as its basis.
engines was required to show that authority from § 121.161 to allow two Consequently § 121.161 was revised to
intermediate fields available for safe engine airplanes to operate on routes up expand two-engine operational
takeoffs and landings were located at to 120 minutes from an adequate airport authority under successful ETOPS
least at 100-mile intervals along the after demonstration of specific levels of processes and require certain operations
proposed route. Previously, the rule in-service experience and systems of all passenger-carrying part 121
imposed restrictions only on two-engine reliability. The FAA amended this AC airplanes to adopt ETOPS requirements.
airplanes based on the lack of in 1988 (AC 120–42A) to permit two- This AC reflects current § 121.161
satisfactory engine reliability in the engine airplanes to operate up to 180 regulatory requirements.
operation. In response to improvements minutes from an adequate airport. These 202. ETOPS Applicability to All
in engine design and reliability, and ACs introduced the term ‘‘ETOPS’’ for Passenger-Carrying Airplanes Flown in
responding to the needs of industry, the those specific extended operations and Long-Range Operations.
FAA has provided guidance for addressed airplane and engine design a. AC 120–42 in 1985, and AC 120–
deviations from the rule that have aspects, maintenance programs, and 42A in 1988, recognized the increasing
allowed two-engine operations to operations. Both of these ACs reliability of turbojet engines and
expand incrementally beyond the initial encompassed the following precepts: helped to establish type design and
60-minute restriction. Currently, engine (1) Reliance on a two-step approval operational practices for safe and
reliability has improved to a level where that included type design of the reliable long-range operations with two-
the safety of the operations is not airplane-engine combination and engine airplanes. As the technology and
impacted so much by the number of approval of the certificate holder’s reliability of two-engine airplanes
engines, but by other factors that affect operation. continued to improve, due in large
measure to the requirements of these of the 73 cruise depressurization events additional operational challenges of
documents, such operations became on one manufacturer’s airplanes these routes are equally demanding of
compatible with those long-range occurred on airplanes with more than all airplanes, regardless of the number
operations typically associated with two engines. of engines, and include such issues as
three- and four-engine airplanes. At the (2) A study conducted by this extremes in terrain and meteorology, as
same time this technology brought two- manufacturer using a modern four- well as limited navigation and
engine airplanes to the arena of long- engine aircraft carrying normal route communications infrastructure. Support
range operations, the infrastructure to planning fuel reserves raises issues of a necessary diversion and subsequent
support such operations was changing. about the adequacy of the current fuel recovery in such areas demands added
Political and funding priorities forced planning requirements in the event of a training, expertise, and dedication from
the closure or reduction in basic diversion. all certificate holders. The development
services of a number of airports, military d. Operational data shows that the of ETOPS requirements is intended to
and civilian, in remote areas that diversion rate for all airplane-related address all these issues.
historically had been used as diversion and non-airplane-related causes are d. Even though for continuity with
airports for routes over oceanic and/or comparable between two-engine current two-engine ETOPS the existing
desolate land areas. The increasing use airplanes and airplanes with more than acronym ETOPS is retained, the ETOPS
of polar flights, while creating economic two engines. Consequently, the FAA has acronym has been re-defined. ETOPS
benefits, has also brought new found that there is a need for all has been expanded to include all
challenges to the operation. The risks passenger carrying operations beyond passenger-carrying airplane operations
associated with these areas’ remoteness, 180 minutes from an adequate airport to where a proposed flight plan includes
harsh climate and terrain, and their adopt many of the ETOPS requirements any point that is greater than 180
unique operational issues, needed to be that have been based on sound safety minutes from an adequate airport (at an
addressed to maintain an equivalent principles and successfully proven over approved one-engine-inoperative cruise
level of safety in the operation. many years of operations. Accordingly, speed under standard conditions in still
b. These issues began to significantly the FAA revised § 121.161 to include air).
impact the viability of all long-range passenger-carrying airplanes with more 204. Preclude and Protect.
two-engine airplane operations under than two engines in these long-range a. The whole premise of ETOPS has
current regulations, and likewise began operations. been to preclude a diversion and, if it
to erode the basic safety net that long- 203. ‘‘Extended Operations.’’ were to occur, to have programs in place
range operations in three- and four- a. Since 1985, the acronym, ETOPS, to protect the diversion. Under this
engine airplanes had relied on. Because has been defined as ‘‘extended twin- concept, propulsion systems are
of these pressures and the increasing engine operations’’ and has been limited designed and tested to ensure an
commonality of all long-range to part 121 airplanes with only two acceptable level of in-flight shutdowns
operations, the data began to show that engines. Current regulations have (IFSD), and other airplane systems are
ETOPS requirements and processes are extended these applications to all designed and tested to ensure their
generally applicable to all long-range passenger-carrying airplanes operating reliability. Two-engine airplane
passenger-carrying operations, in both 14 CFR parts 121 and 135, and maintenance practices are enhanced to
including those by three- and four- the acronym has now been redefined to better maintain and monitor the
engine airplanes, and would improve mean ‘‘extended operations.’’ This is to condition of the engines and systems
the safety and viability of such acknowledge the similarity of certain significant to ETOPS. The design of
operations. All long-range passenger- long-range passenger-carrying these enhanced practices has been a
carrying airplanes, regardless of the operations of all airplanes operating major factor in the joint development of
number of engines, needed a viable today, and the common issues that the FAA’s and industry’s aggressive
diversion airport in the case of onboard impact such operations. steps to develop a foundation to resolve
fire, medical emergency, or catastrophic b. Since 1988, the ETOPS limit for problems with airplane systems and
decompression. Ensuring availability of two-engine airplanes has been 180 engines in order to minimize the
en route alternate airports, adequate fire minutes from an adequate airport at an potential for procedural and human
fighting coverage at these airports, and approved one-engine-inoperative cruise errors, thereby precluding a diversion.
fuel planning to account for speed under standard conditions in still b. However, despite the best design,
depressurization are sound operational air (excluding the limited authority in testing, and maintenance practices,
practices for all airplanes, including the North Pacific given under EPL 20– situations occur that may require an
three- and four-engine airplanes. 1, 207-Minute ETOPS Operational airplane to divert. Regardless of whether
Likewise, planning for the maximum Approval Criteria, dated March 21, the diversion is for technical (airplane
allowable diversion and worst-case 2000). Service experience has shown system- or engine-related) or non-
scenarios should account for all airplane that although limited, this authority has technical reasons, the certificate holder
time-critical systems. satisfactorily supported the vast must have a flight operations plan to
c. Unlike the ETOPS guidance majority of the world’s current aviation protect that diversion. For example,
provided for two-engine airplanes, there routes. such a plan must include ensuring that
has been no regulatory framework c. Those areas not supported within pilots are knowledgeable about
governing the long-range operations of 180-minute diversion authority tend to diversion airport alternates and weather
three- and four-engine airplanes. be routes over remote areas of the world conditions (§ 121.631), have the ability
For example, in emergencies such as that are uniquely challenging to the to communicate with the certificate
loss of cabin pressure, current operation. These areas include the holder’s dispatch office and air traffic
regulations require adequate oxygen South Polar Region, a small section in control (§§ 121.99 and 121.122), and
supplies but do not require the operator the South Pacific, the southern South have sufficient fuel to divert to the
to consider the amount of extra fuel Atlantic Ocean between South America alternate (§ 121.646). Under the
necessary to reach a diversion airport. and Africa, the southern Indian Ocean ‘‘preclude and protect’’ concept, various
(1) An analysis of operational data and the North Polar area under certain failure scenarios need to be considered.
shows that between 1980 and 2000, 33 winter weather conditions. The For example, during the design of the
airplane, time-limited systems such as been extended and serves several (1) Two-Engine Airplanes Up to 180-
cargo compartment fire suppression/ purposes. Minute ETOPS and 207-Minute ETOPS
containment capability are considered. (1) The primary importance is the Authority in the North Pacific Area of
Fuel planning must account for the preclusion of an arbitrary use of Operations. The ETOPS area of
possibility of decompression or the diversion authority beyond that operation is the area bounded by
failure of an engine with considerations necessary to complete the operation distance circles representing the
for in-flight icing conditions. Best safely and efficiently. Because it is approved one-engine-inoperative cruise
options under these scenarios should be accepted that increased diversion times speed under standard conditions in still
provided to the pilot before and during potentially increase the risk of the air chosen by the applicant. The actual
the flight. operation a certificate holder must make flight plan must comply with the fuel
c. This philosophy has been critical to every effort to plan ETOPS with a supply requirements in § 121.646(b) and
the success of two-engine ETOPS in the maximum diversion distance of 180 must therefore account for wind.
past and has been applied to these minutes or less, if possible. However, the flight planning limitations
airplanes in operations beyond 60 (2) It should be a goal of all two- of § 121.633(a) for airplane systems do
minutes from an adequate airport. This engine airplane flight planning to not require the operator to account for
application is based on the requirements operate to the shortest diversion time wind in such calculations for flight
of § 121.161 and the engine inoperative that provides the widest range of planning and for determining the
diversion requirements of § 121.565. In- options in the event of a diversion while ETOPS area of operations in these cases.
service data shows that all airplanes, recognizing the economic benefits of a This allows the applicant to choose an
regardless of the number of engines, more direct route and the safety benefits operating authority in his or her
divert from time to time for various of diverting to an airport that is well application that is based on the ‘‘ETOPS
causes. All passenger-carrying equipped. Tying increased diversion area of operation’’ determination. In
operations conducted where there are a authority to specific areas of operation other words, the distance from
limited number of en route airports, accomplishes this goal while alternates in a certificate holder’s route
where the support infrastructure is sufficiently addressing the operational planning exercise will be the same value
marginal, or where there are challenging needs of the industry. used to determine the type design
weather conditions should adopt many (3) Likewise, this focus on specific criteria for the airplane-engine
of the same elements of the same needs and areas of operation does not combination used in the operation, and
preclude and protect concept. If add impetus to any perceived rationale the ETOPS approval necessary to fly the
certificate holders plan to operate for further degradation in the route under all flight planning
passenger-carrying airplanes with more availability or capabilities of en route conditions.
than two engines in areas where en (2) ETOPS Beyond 180 Minutes (Two-
alternates in remote areas of the world.
route airports are farther away than 180 Engine Airplanes and All Passenger-
Although the industry has no direct
Carrying Airplanes With More Than 2
minutes, these operations are also authority to affect the actions of
Engines). As required by § 121.633(b),
required to meet certain the standards sovereign nations, it is reasonable to
for ETOPS beyond 180 minutes for all
defined under ETOPS to ensure that all base operations on the value of en route airplanes, the ETOPS operation must
efforts are made to preclude a diversion, alternate availability at reasonable account for the effects of wind and
and if a diversion does occur, that diversion distances. temperature on the calculated distances.
procedures are in place to protect that (4) In consideration of the successful Consequently the planning for an
diversion. history of three- and four-engine ETOPS flight beyond 180 minutes is
205. ETOPS Areas of Operation. airplane operations and the reliability more complex.
a. ETOPS areas of operation are and redundancy of current engines used (a) The certificate holder should first
defined by § 121.7 to be areas beyond a in this operation, ETOPS for these conduct a route planning exercise for
certain distance from adequate airports airplanes does not have similar each planned city pairing to determine
measured by an airplanes one-engine restrictions and ETOPS authorities are the diversion authority needed in still
inoperative cruise speed under standard not limited to geographic areas. air conditions. If the route or segments
conditions in still air. Because of the However, like twin-engine operators, of the route exceed 180 minutes based
impact such distances might have on the three- and four-engine operator is on one engine inoperative speed and
the diversion time of an airplane, required to designate the nearest still air, then a secondary planning
regulatory guidance has been available ETOPS alternate along the exercise (that may be required
established for the planning, planned route of flight and must remain seasonally) should be conducted that
operational, and equipage requirements within a 240 minute diversion time if factors in expected winds and
for such operations. A certificate holder possible. temperatures on that route. The distance
must apply to the FAA for approval to c. In its application for ETOPS between adequate alternate airports on
operate in an ETOPS area using the authority, the certificate holder will the route is converted into time
methodologies in this AC and is granted typically request a specific ETOPS area (minutes) computed for all engine cruise
ETOPS authority for a specific ETOPS of operation based on an analysis of speed, as well as engine inoperative
area of operations in their operations proposed routings and the availability of speed. The number of minutes cannot
specifications. airports sufficient to support the exceed the time-limited system certified
b. Most ETOPS authorities for two- operational requirements of the ETOPS capability (cargo fire suppression and
engine ETOPS beyond 180 minutes are regulations. Because the operating rules the other most limiting system) that is
limited to a specific geographical region. distinguish between ETOPS up to 180 identified in the aircraft flight manual
Historically, ETOPS authorities for two- minutes, and ETOPS beyond 180 less the 15-minute pad. The operator
engine airplanes up to 180 minutes were minutes, the requested level of ETOPS needs to determine how much system
developed based on a specific need in authority in a certificate holder’s capability is required for the planned
a particular operating area. Limiting application will necessarily have to be route and equip its airplane to have
expanded ETOPS authority beyond 180 assessed differently for ETOPS beyond sufficient margins. Finally, for the
minutes (for two-engine airplanes) has 180 minutes. actual flight, the operator’s flight
planning must be within the airplane approved maximum diversion time for experience. At that same time, the FAA
systems capability for the selected that route. Therefore, it is important that recognized the possibility that other
ETOPS alternate airports on the planned any airport designated as an ETOPS approval methods could be developed
route based on diversion times that are alternate have the capabilities, services, without in-service experience, and
calculated using known or forecast and facilities to safely support the accordingly, provided statements that
winds and temperature conditions. operation. The weather conditions at the recognized those options. The original
(b) As a minimum, the certificate time of arrival should provide assurance two-engine ETOPS requirements for
holder must ensure that the time-limited that adequate visual references will be engine reliability were based on a world
systems requirements of § 121.633(b) are available upon arrival at decision height fleet in-service experience of 250,000
met at the equal-time points between (DH) or minimum descent altitude hours. For 120-minute ETOPS, the FAA
ETOPS alternates determined by the (MDA), and that the surface wind additionally required the certificate
most limiting en route fuel supply conditions and corresponding runway holder to have 12 consecutive months of
requirements of § 121.646(b), commonly surface conditions will be acceptable to operational in-service experience with
referred to as the ETOPS critical fuel permit the approach and landing to be the airplane-engine combination (AEC).
scenario. Certificate holders flying safely completed with an engine and/or For 180-minute ETOPS, the FAA
three- and four-engine airplanes, prior systems inoperative. required the certificate holder to have
to the established installation time and b. At dispatch, an en route alternate previously gained 12 consecutive
certification time requirements of the must meet ETOPS alternate weather months of operational in-service
regulation for these systems and their requirements in § 121.625 and as experience with the specified AEC
airplanes, are exempt from these flight specified in Chapter 3, paragraph conducting 120-minute ETOPS. These
planning limitations. 303c(5) of this AC and in the certificate basic, two-engine in-service
(c) Once the required fire suppression holder’s operations specifications requirements have been retained and are
systems are installed (no later than (OpSpecs). Because of the natural discussed in Appendix 3. Achieving
February 15, 2013) the certificate holder variability of weather conditions with these levels of experience, combined
must follow the flight planning time, as well as the need to determine with the required levels of engine
limitations of § 121.633(b)(1). As the suitability of a particular en route reliability, is an acceptable means of
required by § 121.162(d), for airplanes alternate before departure, such attaining ETOPS approval for operators
with more than 2 engines manufactured requirements are higher than the of two-engine airplanes.
on or after February 17, 2015, the weather minimums required to initiate b. At the time AC 120–42A was
Configuration, Maintenance and an instrument approach. This is drafted, the FAA recognized that a
Procedures (CMP) document for that necessary prior to the time that the reduction of two-engine in-service
model will list the airplane’s most instrument approach would be experience requirements or substitution
limiting ETOPS Significant System time conducted, to provide for some of in-service experience on another
issued in accordance with § 25.3(c). The deterioration in weather conditions after airplane would be possible. Any
Certificate holder operating an airplane- planning. This increases the probability reduction was to be based on an
engine combination with more than two that the flight will land safely after a evaluation of the certificate holder’s
engines is required to comply with diversion to an alternate airport. The ability and competence to achieve the
§ 121.633(b)(2) if the CMP lists the most airport of departure (takeoff) and the necessary reliability for the particular
limiting ETOPS Significant System destination airport (unless used AEC in ETOPS. For example, a
time. concurrently as an ETOPS alternate) are reduction in in-service experience
d. Credit for the Driftdown. For the not required to meet the weather would be considered for a certificate
purposes of computing distances for minima for ETOPS alternates, as these holder who could show extensive in-
ETOPS Area of Operation, credit for airports are subject to other regulations service experience with a related engine
driftdown may be taken. (e.g., §§ 121.617, 121.621, and 121.623). on another airplane that had achieved
e. Actual Diversion Time. Actual c. While en route, the forecast weather acceptable reliability. The FAA also
diversion time may exceed the for designated ETOPS alternates must allowed certificate holders unable to
authorized diversion time as long as the remain at or above operating minima. initially fly ETOPS routes at the lesser
flight is conducted within the This provides ETOPS flights with the thresholds to make use of ETOPS
authorized ETOPS Area of Operation, ability to resolve all diversion decisions simulation or demonstration programs
and complies with the requirements of successfully throughout the flight. The in their application for 180-minute
§ 121.633. suitability of an en route alternate ETOPS. Eventually specific guidance
206. ETOPS Alternate Requirements. airport for an airplane that encounters material (AC 120–42A, appendix 7,
a. One of the distinguishing features an in-flight situation that necessitates a Accelerated ETOPS Operational
of ETOPS operations is the concept of diversion during ETOPS operations is Approval) was developed by the FAA
an en route alternate airport being based on a determination that the permitting ETOPS without
available where an airplane can divert airport still is suitable for the accumulating in-service experience in
following a single failure or a circumstances, and the weather and the airplane-engine combination. Most
combination of failures that require a field conditions at that airport permit an subsequent ETOPS approvals have been
diversion. Most airplanes operate in an instrument approach to be initiated and granted under these guidelines and this
environment where there usually is a a landing completed. method is retained in Appendix 3.
choice of diversion airports available 207. ETOPS In-Service Experience 208. Operational Reliability and
within a close proximity to the route of Requirements. Systems Suitability Requirements.
flight. However, a certificate holder a. When AC 120–42 was first released a. The safety of long-range operations
conducting ETOPS may only have one in 1985, two-engine ETOPS was a new such as ETOPS depends on the
alternate airport within a range dictated concept and ETOPS approvals were reliability of all airplane systems
by the endurance of a particular sought on airframe-engine combinations including the propulsion systems. Time-
airframe system (for example, the cargo that were already in service. Hence, it limited systems such as cargo
fire suppressant system), and that was logical to establish criteria for compartment fire suppression/
system or system failure may dictate the approvals based on in-service containment capability must be
considered (§ 121.633). The certificate maintain an acceptable level of systems program. The certificate holder’s ETOPS
holder must also have an established reliability, and to safely conduct these CAMP must include specific ETOPS
program that monitors the reliability of operations. requirements, which will be
systems significant to ETOPS incorporated as supplemental
Chapter 3. Requirements for ETOPS
(§ 121.374). requirements to the basic CAMP. These
b. In order to achieve and maintain Authorization
supplemental requirements include the
the required engine reliability 300. ETOPS Requirements. The FAA enhanced maintenance and training
standards, the certificate holder may approve ETOPS for various areas of processes that will ensure ETOPS
operating a two-engine airplane in operation in accordance with the airplanes achieve and maintain the level
ETOPS should assess the proposed requirements and limitations specified of performance and reliability necessary
maintenance and reliability program’s in part 121, Appendix P. ETOPS must for ETOPS operations. These
ability to maintain a satisfactory level of be authorized in the certificate holder’s supplemental requirements, referred to
airplane systems reliability for the operations specifications and conducted in the industry as ETOPS processes or
particular airplane-engine combination. in compliance with those sections of ETOPS process elements, currently
All certificate holders must design the part 121 applicable to ETOPS. should be in place for existing ETOPS
flight operations and, if applicable, the a. As of February 15, 2008, certificate operations. Prospective ETOPS
maintenance programs for ETOPS with holders operating passenger-carrying certificate holders must supplement
an objective to preclude diversions and, airplanes with more than two engines, their basic CAMP with those program
if a diversion does occur, to protect that having the authority to operate on elements defined in paragraphs b
diversion. Required ETOPS specific ETOPS routes should not need through o below.
maintenance practices also must to re-apply for their specific route b. ETOPS Maintenance Document.
minimize the potential for procedural authority. However, the certificate The certificate holder must develop a
and human errors that could be holder is required to comply with all the document for use by personnel involved
detrimental to the safety of the applicable ETOPS flight operational in ETOPS. This document need not be
operation. Fuel planning must account regulations described in this AC, and inclusive but should, at least, reference
for the possibility of a depressurization must have their ETOPS programs and the maintenance program and other
and/or failure of an engine with processes approved by their CHDO with pertinent requirements clearly
considerations for in-flight icing the concurrence of the Director, Flight indicating where all facets of the ETOPS
conditions (§ 121.646). Standards Service. maintenance program are located in the
c. The type design requirements for b. The certificate holder’s ETOPS certificate holder’s document system.
ETOPS certification consider the requirements must be specified in their All ETOPS requirements, including
probability of occurrence of conditions maintenance and operations programs. supportive programs, procedures,
that would reduce the capability of the Maintenance requirements necessary to duties, and responsibilities, must be
airplane or the ability of the flight support ETOPS are explained in identified. The ETOPS document(s)
crewmember to cope with an adverse paragraphs 301 and 302. Flight must reflect the actual policies and
operating condition. System failures or operations requirements necessary to procedures the certificate holder expects
malfunctions occurring during extended support ETOPS are described in their ETOPS maintenance personnel to
range operations could affect flight paragraphs 303 and 304. adhere to. The document(s) should be
crewmember workload and procedures. c. The requirements for the various user friendly, and be accessible to all
Although the demands on the flight levels of ETOPS authorities are listed in affected personnel. The initial
crewmember may increase, a tabular form in Appendix 2. document must be submitted to the
manufacturer applying for ETOPS type 301. Maintenance Requirements for CHDO and be approved before being
design approval must consider crew Two-Engine ETOPS Authorization. The adopted.
workload, operational implications, and certificate holder conducting ETOPS c. ETOPS Predeparture Service Check
the crew’s and passengers’ physiological with two-engine airplanes must comply (PDSC).
needs during continued operation with with the ETOPS maintenance (1) The certificate holder must
failure effects for the longest diversion requirements as specified in § 121.374. develop an ETOPS PDSC to verify that
time for which it seeks approval. The These requirements are discussed in the airplane and certain significant
manufacturer must also conduct flight paragraphs a through o as follows: items are airworthy and ETOPS capable.
tests to validate the adequacy of the a. Continuous Airworthiness Each certificate holder’s PDSC may vary
airplane’s flying qualities and Maintenance Program (CAMP). The in form and content. One certificate
performance, and the flightcrew’s ability basic maintenance program for the holder may have a one page PDSC while
to safely conduct an ETOPS diversion airplane being considered for ETOPS is other certificate holders, using the same
with expected system failures and a CAMP that may currently be approved airplane-engine combination, may have
malfunctions. An ETOPS operator for a non-ETOPS certificate holder for a six or more pages of items in their
should carefully consider the possible particular make and model airplane- PDSCs. The prerequisites for an
adverse effects that changes in airplane engine combination. The basic CAMP acceptable PDSC are content and
equipment or operating procedures may must be a maintenance and inspection suitability for the specific certificate
have on the original evaluations program that contains the instructions holder’s needs.
conducted when the airplane was for continued airworthiness (ICA) based (2) All certificate holders must
approved for ETOPS before on the manufacturer’s maintenance address ETOPS significant system
implementing such changes. program, or those contained in a airworthiness in their ETOPS
d. Following a determination that the certificate holder’s maintenance manual maintenance program, including the
airframe systems and propulsion approved in its operations PDSC. For example, proper servicing of
systems are ETOPS type design specifications. The certificate holder fluids, such as engine, APU, generator
approved as per part 25, an in-depth and its certificate holding district office systems, and hydraulic systems is a vital
review of the applicant’s required (CHDO) must review the CAMP to ingredient to successful ETOPS
ETOPS programs will be accomplished ensure it provides an adequate basis for operations. Current ETOPS operations
to show the ability to achieve and development of a ETOPS maintenance have had incidents resulting from
improper fluid servicing that have (90-minute ETOPS), the service check staggering maintenance on ETOPS
resulted in IFSDs and diversions. may not be required for the return leg Significant Systems in the heavy
Certificate holders should consider this of an ETOPS flight. This check is not maintenance arena is not always
area very seriously when developing precluded by any other maintenance possible or feasible. However, to
their maintenance checks, including the check. minimize human factor common cause
PDSC. d. Dual Maintenance. risk, the certificate holder should
(3) Some certificate holders may elect (1) ETOPS dual maintenance, attempt to minimize dual maintenance
to include tasks in the PDSC that are otherwise referred to as identical on ETOPS Significant Systems
driven by their reliability programs and maintenance, multiple maintenance, wherever/whenever possible.
are not related to ETOPS significant and simultaneous maintenance, requires (6) In any event, when dual
systems. However, the certificate holder special consideration by the certificate maintenance is performed on a ETOPS
clearly must identify the ETOPS related holder. This is to recognize and Significant System, the certificate
tasks on their PDSC, because non- preclude common cause human failure holder must have written procedures in
ETOPS qualified maintenance personnel modes. Proper verification processes or its ETOPS maintenance document that
may accomplish the non-ETOPS tasks. operational tests, prior to ETOPS, are addresses this situation. At a minimum,
An ETOPS-qualified maintenance required when dual maintenance on the certificate holder must ensure:
individual must complete all ETOPS- significant systems occurs. (a) Separate ETOPS-qualified
related tasks and an ETOPS-qualified (2) Dual maintenance on the ‘‘same’’
maintenance persons perform the tasks,
maintenance individual, with an ETOPS Significant System can be
or
airframe and powerplant rating, must described as actions performed on the
(b) The maintenance action on each of
certify the entire check. When outside same element of identical, but separate
the elements in the ETOPS Significant
the United States, if an individual with ETOPS Significant Systems during the
System is performed by the same
an airframe and powerplant rating is not same routine or non-routine visit.
technician under the direct supervision
available, then a trained individual Examples of maintenance on the ‘‘same’’
ETOPS Significant System are: of a second ETOPS qualified individual,
employed by an FAA certificated repair and
station, contracted by the certificate maintenance of both Satellite
Communication (SATCOM) systems (c) It verifies the effectiveness of the
holder must certify the entire check.
during a turnaround flight; removal of corrective actions to those ETOPS
This PDSC must be certified complete
either both engine oil filters, or both Significant Systems before the airplane
immediately before each scheduled
chip detectors; and replacement of both enters the ETOPS area of operation. This
ETOPS flight. The term ‘‘immediately’’
chip detectors. verification action must be performed
has historically meant to be no more
(3) Dual maintenance on using ground verification methods, and
than 2 to 4 hours before the flight.
‘‘substantially similar’’ ETOPS in some instances, in-flight verification
However, the FAA may grant some
Significant Systems specifically methods described in the next section of
relief from this time period under
addresses maintenance actions on this AC. On an exception basis, the
certain conditions. The certificate
holder should explain any rational for engine-driven components on both same ETOPS-qualified technician,
such deviations in its ETOPS engines. An example of dual under the supervision of an ETOPS-
maintenance document, which is maintenance on ‘‘substantially similar’’ qualified Centralized Maintenance
approved by its CHDO. ETOPS Significant Systems could Control person, may perform the dual
(4) A PDSC may not be required include: replacement of the no. 1 maintenance and the ground
before all ETOPS flights. The FAA may Integrated Drive Generator (IDG) and the verification methods only if in-flight
grant relief following irregular no. 2 Engine Driven Pump (EDP). verification action is performed.
operations because of non-mechanical (4) The certificate holder must (7) The FAA acknowledges that the
issues, such as weather or medical establish procedures that minimize servicing of fluids and gases is not
emergency diversions, or when identical maintenance actions from considered maintenance; however, these
operating ETOPS into specific areas of being scheduled or applied to multiple tasks, when done improperly have
operation. For example, if an airplane similar elements in any ETOPS adversely affected ETOPS operations.
scheduled for an ETOPS flight receives Significant System during the same The certificate holder should recognize
a PDSC before departure and routine or non-routine maintenance the hazard associated with improper
subsequently must divert or turn back visit. In order to manage this servicing and do all possible to mitigate
for reasons other than mechanical, the requirement the certificate holder must the associated risk. Specifically,
certificate holder must identify in its develop a list of fleet-specific ETOPS servicing tasks such as engine, APU,
ETOPS maintenance document what Significant Systems and include them in and generator system oil servicing are
procedures its flight operations and their ETOPS maintenance document(s). tasks that require high levels of
maintenance personnel would follow to (5) The FAA recognizes that attention. The FAA encourages the
preclude performing another PDSC. If a sometimes ETOPS dual maintenance certificate holder to ensure that its
mechanical discrepancy develops as a actions cannot be avoided or precluded programs have separate individuals
result of the diversion or turn back, the because of unforeseen circumstances perform such servicing. However, the
certificate holder may have to perform that occur during ETOPS operations. In FAA recognizes that many certificate
another PDSC. For example, when an the line maintenance arena, one holder’s route and organizational
overweight landing inspection reveals a example would be when an ETOPS structures may not lend themselves to
discrepancy that requires maintenance airplane has inbound discrepancies on these procedures. The certificate
intervention, another PDSC is required. both engines’ oil systems, or there is a holder’s program should include
(5) In areas where prevailing weather generator replacement on one engine, detailed servicing instructions, or make
conditions are stable and generally do and an oil system discrepancy on the readily available servicing instructions,
not approach extremes in temperature, other engine. Another example is if both and provide related OJT, regardless of
wind, ceiling, and visibility, such as in of the SATCOM systems require whether one individual or multiple
the Caribbean/Western Atlantic (75- maintenance at the same time during a individuals perform the tasks.
minute ETOPS) and Micronesia routes turnaround flight. Additionally, e. Verification Program.
(1) The certificate holder must intent is to have ETOPS trained for critical events detrimental to ETOPS
develop a verification program for maintenance personnel accomplish flights. For those certificate holders that
resolution of airplane discrepancies these identified tasks because they are do not have an FAA-approved reliability
(corrective actions) on ETOPS related to ETOPS. ETOPS specific tasks program, their continuing analysis and
significant systems. This program must should be: surveillance system (CASS) must be
include corrective action confirmation (a) Identified on the certificate enhanced to achieve ETOPS reliability
in specific areas such as engine holder’s work forms and related goals. The certificate holder should
shutdown, significant system failure, instructions, or submit a monthly ETOPS reliability
adverse trends, or any prescribed event (b) Parceled together and identified as report to its CHDO.
that could effect an ETOPS operation. an ETOPS package. (2) In keeping with the reporting
The program must ensure corrective (2) If a certificate holder does not requirements in § 121.703, the
action is taken and confirmed successful identify ETOPS-related task in their certificate holder must report the
before the airplane enters an ETOPS current maintenance program, then all following items within 96 hours to its
area of operation. The certificate holder task must be accomplished by ETOPS- CHDO:
must verify the effectiveness of the qualified personnel.
(3) In the event that maintenance is (a) IFSDs, except planned IFSDs
corrective actions following the performed for flight training.
maintenance action and prior to an performed on an ETOPS airplane by
personnel who are not ETOPS trained, (b) Diversions and turnbacks for
ETOPS flight or prior to passing the
then the actions must be verified per the failures, malfunctions, or defects
ETOPS entry point. The ground
certificate holder’s ETOPS verification associated with any airplane or engine
verification method is accomplished by
program. system.
following the Instructions for Continued
Airworthiness (ICA) contained in the g. Centralized Maintenance Control (c) Uncommanded power or thrust
airplane maintenance manuals (AMM) Procedures. An ETOPS certificate changes or surges.
or the certificate holder’s maintenance holder, regardless of the size of its (d) Inability to control the engine or
manuals. These ICAs include built-in ETOPS fleet, must have a centralized obtain desired power or thrust.
test equipment (BITE) and functional/ entity responsible for oversight of the (e) Inadvertent fuel loss or
operational checks that often include ETOPS maintenance operation. The unavailability, or uncorrectable fuel
leak checks after ground runs. certificate holder must develop and imbalance in flight.
(2) Normally ground verification is clearly define in its ETOPS maintenance (f) Failures, malfunctions or defects
acceptable to ensure corrective action. document specific procedures, duties, associated with ETOPS Significant
Under certain conditions ground and responsibilities for involvement of Systems.
verification beyond that recommended their centralized maintenance control (g) Any event that would jeopardize
in the ICA or in-flight verification may personnel in the ETOPS operation. the safe flight and landing of the
be required. An example of a condition These established procedures and airplane on an ETOPS flight.
that would require an in-flight centralized control processes would (3) The reporting of any of the above
verification is the replacement of an preclude an airplane from being items must include the information
APU component that could affect the dispatched for ETOPS flights after an specified in § 121.703(e).
APU’s ability to start at the ETOPS engine IFSD, ETOPS significant system
(4) The certificate holder must
cruise altitude after cold soak. In-flight failure, or discovery of significant
conduct an investigation into the cause
verification may be conducted on adverse trends in system performance
of the occurrence of any event listed in
revenue flights, provided the action is without appropriate corrective action
§ 121.703 and § 121.374(h)(1) in
completed before the ETOPS entry having been taken.
h. ETOPS Parts Control. The conjunction with manufacturers and
point. Ground maintenance personnel
certificate holder must develop a parts submit its findings to its CHDO. If the
must coordinate with flight operations
control program to ensure the proper CHDO determines additional corrective
personnel whenever an in-flight
parts and configurations are maintained action is necessary, the certificate
verification is required. Each certificate
for ETOPS. The program must include holder must further investigate and
holder must identify its ETOPS
procedures to verify that the parts implement appropriate corrective action
significant systems, ground verification
installed on ETOPS airplanes during acceptable to the CHDO.
requirements, and in-flight verification
requirements in its ETOPS maintenance parts borrowing or pooling j. Propulsion System Monitoring.
document. arrangements, as well as those parts (1) The certificate holder must
(3) The certificate holder must used after repair or overhaul, maintain monitor its fleet average IFSD rate for
establish a means to ensure any required the required ETOPS configuration. the specified airplane-engine
verification action is accomplished. The i. Reliability Program. combination. It should establish firm
certificate holder must include a clear (1) The certificate holder must criteria regarding the actions it will take
description of who initiates verification develop an ETOPS reliability program when it detects adverse trends in
actions and who is responsible for or enhance its existing reliability propulsion system conditions. If the
completing the actions in its ETOPS program to incorporate the ETOPS IFSD rate, computed on a 12-month
maintenance document. supplemental requirements. This rolling average, exceeds the values in
f. Task Identification. program must be designed with early the following table, the certificate
(1) The certificate holder must identification and prevention of ETOPS- holder, in conjunction with its CHDO,
identify all tasks that must be related problems as the primary goal. must investigate common cause effects
accomplished or certified as complete The program must be event-oriented, or systemic errors and submit the
by ETOPS qualified personnel. The and incorporate reporting procedures findings to its CHDO within 30 days.
IN FLIGHT SHUT DOWN RATES

Number of engines Engine hours ETOPS ETOPS authorization
2 ............................ .05/1000 ...................................... Up to and including 120 minutes.

2 ............................ .03/1000 ...................................... Beyond 120 minutes up to and including 180 minutes and 207 minutes in North Pacific.
2 ............................ .02/1000 ...................................... Greater than 180 minutes (Except for 207 minutes in North Pacific.
(2) With respect to maintenance, the event may also warrant implementation program to ascertain that there is
purpose of monitoring IFSD rates is to of corrective action even though the enough oil to complete the scheduled
provide FAA and operators with a tool overall IFSD rate is not being exceeded. ETOPS flight. The certificate holder’s
for measuring the health of a fleet of (4) The 30-day reporting criteria of consumption limit must not exceed the
ETOPS-approved airplanes in service. paragraph 301j (1) is intended to ensure manufacturer’s recommendations, and it
Causes of IFSDs or other engine and that the certificate holder provides the must trend oil consumption. The
propulsion system problems may be FAA timely notification of the status of certificate holders trending program
associated with type design problems an event investigation. The certificate may be done manually or by electronic
and/or maintenance and operational holder may or may not have root cause means. The program must consider the
procedures applied to the airplane. It is or terminating action at the end of the amount of oil added at the departing
very important that the certificate 30-day period, and further discussions ETOPS station with reference to the
holder identify the root cause of events with the FAA may be required after this running average consumption, as well
so that an indication of corrective action period. as monitor for sudden increases in
is available, such as a fundamental (5) The certificate holder may consumption. The monitoring must be
design problem that requires an designate a sub-fleet engine/airframe continuous including non-ETOPS
effective hardware (or software) final combination for the purposes of the flights and the oil added at the ETOPS
fix. Repetitive inspections may be IFSD monitoring/rate program. The departure station. For example, after
satisfactory as interim solutions, but operator may include the IFSD statistics servicing, the oil consumption may be
longer-term design solutions, such as of all engines that are ETOPS configured determined by maintenance personnel
terminating actions, may be required if and are maintained in accordance with as part of the pre-departure check. The
possible. Design problems can affect the the operators ETOPS program even if amount of oil added also could be
whole fleet. The FAA will not revoke an used on non-ETOPS airplanes. reported to a centralized maintenance
existing ETOPS operational approval k. Engine Condition Monitoring. The control for calculation before the ETOPS
solely because of a high IFSD rate. A certificate holder must develop a flight. If the APU is required for ETOPS,
certificate holder who experiences a program for its ETOPS engines that it must be included in the oil
type design related event need not be describes the parameters to be
consumption monitoring program. Any
operationally penalized for a problem monitored, method of data collection,
corrective actions taken regarding oil
that is design-related and may not be of and corrective action processes. The
consumption must be verified before
their own making. However, program should reflect the
ETOPS departure.
maintenance or operational problems manufacturer’s instructions and
industry practices, or the certificate m. APU In-Flight Start Program.
may be wholly, or partially, the
responsibility of the certificate holder. If holder should establish a program that (1) If the airplane type certificate
a certificate holder has an unacceptable demonstrates an equivalent level of requires an APU but does not normally
IFSD rate risk attributed to common monitoring and data analysis. The goal require the APU to operate during the
cause or a systemic problem in of this monitoring program is to detect ETOPS portion of the flight, the
operational practices or the deterioration at an early stage, and to certificate holder must develop an in
maintenance program, then action allow for corrective action before safe flight start and run reliability program to
carefully tailored to that certificate operation is affected. Engine limit ensure that the APU will continue to
holder may be required, and may margins should be maintained so that provide the performance and reliability
include a reduction of the certificate prolonged engine inoperative diversions established by the manufacturer. This
holder’s diversion limit. may be conducted without exceeding monitoring program must include
(3) The certificate holder must approved engine limits (for example, periodic sampling of each airplane’s
investigate an IFSD rate higher than the rotor speeds and exhaust gas APU in-flight starting capabilities.
12-month rolling average standard that temperature) at all approved power Specifically, the certificate holder must
occurs for a mature fleet after the levels and expected environmental ensure that each airplane’s APU
commencement of ETOPS (Refer to the conditions. Engine margins preserved periodically is sampled rather than
IFSD Rates table above.). The certificate through this program should account for repeatedly sampling the same APUs.
holder also must investigate any the effects of additional engine loading The certificate holder may adjust
indication of a high IFSD rate; however, demands (for example anti-ice and sampling intervals according to system
it must consider that in the case of the electrical), which may be required performance and fleet maturity. The
smaller fleet, the high IFSD rate may be during IFSD flight phase associated with certificate holder and its CHDO should
because of the limited number of engine the diversion. If oil analysis monitoring, periodically review the certificate
operating hours used as the such as the Spectrographic Oil Analysis holder’s APU in-flight start program
denominator for the rate calculation. Program (SOAP), is meaningful and data to ensure that the in-flight start
This can cause an IFSD jump well above recommended by the manufacturer, the reliability is maintained. Should the
the standard rate because of a single certificate holder should include it in rolling 12-month APU in-flight start rate
IFSD event. The underlying causes for their program. drop below 95 percent, the certificate
such a jump in the rate will have to be l. Oil Consumption Monitoring. The holder should initiate an investigation
considered by the Administrator’s certificate holder must develop an into any common cause effects or
representative. On occasion, a particular engine oil consumption monitoring systemic errors in procedures.
(2) The certificate holder should or may be controlled through issuance that focuses on the special nature of
include the criteria below in their APU of customized CMP documents. The ETOPS and take measures to insure that
in-flight start program. The certificate certificate holder must implement the this training is given to all personnel
holder should make APU in-flight starts basic configuration, maintenance, and involved in ETOPS. ETOPS specific
subject to the following conditions: operating procedures standard, training is in addition to the certificate
(a) In-flight APU starts do not need to identified in the CMP, before beginning holder’s accepted maintenance training
be performed on ETOPS flights; ETOPS operations. If a CMP document program used to qualify individuals for
however, the APU must be in the exists for an ETOPS certificate holder’s specific airplanes and engines and may
ETOPS configuration in accordance airplane, the certificate holder must be included in the accepted
with the appropriate CMP document, if ensure that all of the following apply: maintenance training curricula. It thus,
applicable, for credit to be allowed. (a) Configuration features are installed becomes the certificate holder’s ETOPS
(b) If in-flight APU start is performed in the airplanes and engines; training program. The goal of this
on an ETOPS flight, the start may be (b) Maintenance procedures are training is to ensure that all personnel
attempted on the return leg. incorporated into the maintenance involved in ETOPS properly accomplish
(c) The start attempt should be program; ETOPS maintenance requirements. The
initiated before top of descent, or at (c) Demonstrated capabilities are certificate holder is responsible with
such time that will ensure a 2-hour cold incorporated into the flight operations acceptance from the CHDO to determine
soak at altitude before the start attempt. manual and the minimum equipment which personnel are involved in
(d) Within route or track constraints, list, as required; and ETOPS, and ensure that each person’s
the objective would be met by (d) Operators must coordinate any level of ETOPS training is
attempting a start near the highest deviation from the manufacturer’s CMP commensurate with their level of
altitude assigned the route or track, and requirements with the CHDO or ACO, as involvement with ETOPS airplanes. For
the final attempt near the lower altitude required by the CMP document. example, a mechanic who is performing
limits of the route or track, as defined (2) Each certificate holder must pre-departure service checks may be
by ATC. These altitudes must be develop a system to ensure all CMP required to have a higher level of
representative of the ETOPS routes requirements remain incorporated in its ETOPS training and certification than a
flown. airplanes, programs, and manuals mechanic performing routine tasks on
(e) If the APU fails to start on the first throughout the operational life of each non ETOPS significant systems during a
attempt, subsequent start attempts may airplane, for as long as they operate in heavy maintenance check. A technician
be made within the limits of the ETOPS. working ETOPS significant systems in
airframe and APU manufacturer design (3) The FAA will mandate any an HMV (Heavy Maintenance Visit)
specifications stated in the applicable subsequent CMP changes necessary for environment must be appropriately
Aircraft Flight Manual (AFM) and continued safe ETOPS operations trained for ETOPS, but need not be
AMM. through the airworthiness directive (AD) ETOPS certificated. Recurrent training
(3) The certificate holder must report process. The certificate holder should in all maintenance areas should be
any operationally required APU in-flight review and consider voluntarily established and used to inform
start failures occurring during actual incorporating any revised CMP standard personnel involved in ETOPS about
ETOPS operations to its CHDO within that enhances airplane reliability and/or new equipment, requirements, operator
96 hours. The certificate holder also performance. programs, etc. Experience has shown
must report any occurrences of an (4) The certificate holder should recurrent training is a valuable
ETOPS configured APU in-flight provide its CHDO a matrix detailing the instrument in ‘‘lessons learned’’ for
unsuccessful start attempt occurring CMP standard for its proposed ETOPS ETOPS operations.
during routine sampling (which exceed fleet. The matrix should specifically c. In the line maintenance
the airframe and APU manufacturer include each CMP item number, environment, ETOPS-qualified
design specifications) to its CHDO. The revision level, item description, and maintenance personnel are those who
final report should include corrective reference documentation describing the have successfully completed the
actions taken as well as the status of incorporation method, date, and place. certificate holder’s ETOPS training
corrective action programs and fleet o. Procedural Changes. Refer to program, and who have satisfactorily
upgrades. Chapter 5, paragraph 502 for ETOPS performed extended range tasks under
n. Configuration Maintenance and maintenance and training program the direct supervision of an FAA-
Procedures (CMP). changes. certificated maintenance person. The
(1) The CMP Standard specifies any 302. ETOPS Maintenance Training person giving the direct supervision
additional configuration, maintenance Requirements. must have had previous experience with
or operational requirement that is a. The certificate holder is responsible maintaining the particular make and
uniquely applicable to ETOPS. The for ensuring that all maintenance model airplane being used by the
requirements in the CMP are established personnel who perform maintenance on certificate holder. For new airplanes, it
by the FAA at the time of initial ETOPS its ETOPS airplanes, including repair is understood the certificate holder may
type design approval of the airplane- stations, vendors, and contract not have an FAA certified maintenance
engine combination. The CMP maintenance, have received adequate person available who has previous
document typically is published and technical training for the specific experience with the newly introduced
maintained by the airplane airplane-engine combination it intends make and model airplane. In this
manufacturer and includes identified to operate in ETOPS. The certificate instance, the training received from the
CMP requirements. Airplane holder should review the existing manufacturer’s maintenance training
manufacturers may continue to release airplane-engine combination program, or a comparable program

CMP revisions beyond the basic revision maintenance training program with its would be acceptable.
level required for ETOPS. The CMP CHDO to ensure that it adequately 303. ETOPS Flight Operations
revision levels required for specific provides the necessary training. Requirements
airplane-engine combinations are b. Additionally, the certificate holder a. Airplane Performance Data. The
typically listed in the front of the CMP must develop ETOPS specific training certificate holder may not dispatch an
airplane on an ETOPS flight unless it Any appropriate facility information the planned ETOPS alternate, at the all-
makes performance data available to its and other data concerning these airports engines-operating cruise speed at the
flight crewmembers and dispatchers. should be provided to flight normal all-engine-cruise altitude,
This performance data will contain the crewmembers in a clear, concise, user- correcting for wind and temperature,
following information: friendly format for use when planning a may not exceed the certified capability
(1) Detailed one-engine-inoperative diversion. for the airplane’s most limiting fire
performance data including fuel flow for (3) Section 121.135 requires that any suppression system minus 15 minutes.
standard and nonstandard atmospheric certificate holder conducting passenger Three- and four-engine turbine engine-
conditions, which should be flag operations must include in their powered airplanes not meeting these
demonstrated as a function of airspeed Flight Operations Manuals or equivalent requirements as of the effective date of
and power setting, where appropriate. documentation available to the flight § 121.633 may continue ETOPS
This data will cover: crews: operations until February 15, 2013.
(a) Driftdown (includes net (a) For ETOPS greater than 180 (c) Further, for ETOPS beyond 180
performance); minutes, a specific passenger recovery minutes, the time required to fly the
(b) Cruise altitude coverage including plan for each ETOPS Alternate Airport distance to the planned ETOPS
10,000 feet; used in those operations; and alternate, at the approved one-engine-
(c) Holding; and (b) For operations in the North Polar inoperative cruise speed at the normal
(d) Altitude capability (includes net Area and South Polar Area, a specific one engine inoperative level off altitude,
performance). passenger recovery plan for designated correcting for wind and temperature,
(2) Detailed all-engine-operating diversion airports. may not exceed the certified capability
performance data, including nominal c. Dispatch. for the airplane’s most time limited
fuel flow data, for standard and (1) Alternates. A certificate holder
ETOPS significant system (except for
nonstandard atmospheric conditions, may not dispatch an airplane in ETOPS
the most limiting fire suppression
which should be demonstrated as a unless the required takeoff, destination
system) minus 15 minutes.
function of airspeed and power setting, and alternate airports, including ETOPS
where appropriate. This data will cover: alternate airports are listed in the Note: Certificate holders flying three- and
(a) Cruise altitude coverage including cockpit documentation (e.g., four-engine airplanes prior to the established
computerized flight plan) and are installation time and certification time
10,000 feet; and
requirements of the regulation for these
(b) Holding. identified and listed in the dispatch systems and their airplanes are exempt from
(3) Details of any other conditions release. Because ETOPS alternates serve these flight planning limitations. Once such
relevant to ETOPS that can cause a purpose different from that of a required fire suppression systems are
significant deterioration of performance, destination alternate, and may be used installed (no later than February 15, 2013)
such as ice accumulation on the in the event of a diversion with an and once the ETOPS significant system time
unprotected surfaces of the airplane, engine failure or loss of a primary limits are established and placed in the CMP
RAM Air Turbine (RAT) deployment, airplane system, a certificate holder as required by 121.162(d) (no later than
and thrust reverser deployment. should not list an airport on the February 17, 2015), the operator must follow
b. En Route Airport Information. dispatch/flight release as an ETOPS the flight planning limitations in
(1) In accordance with § 121.97, the 121.633(b)(1) and 121.633(b)(2).
alternate unless that airport’s services
certificate holder must maintain current and facilities are adequate for such a (3) Landing Distance. For the runway
status information on the operational diversion. A certificate holder of a two- expected to be used, the landing
capabilities of the airports designated engine airplane should exercise ETOPS distance available, as specified by the
for use as ETOPS alternates. ‘‘Public beyond 180 minutes authority only if airport authority, must be sufficient
protection’’ has been a historic there are no ETOPS alternates that are based on airplane flight manual landing
requirement for all domestic and flag within a 180-minute diversion distance performance data to meet the landing
operations. For ETOPS greater than 180 from the planned route of flight. In distance limitations specified in
minutes and for operations traversing addition, those adequate airports closest § 121.197. The altitude of the airport,
the North and South Polar Areas, this to the planned route of flight should be wind conditions, runway surface
requirement has been expanded to those first considered as ETOPS conditions, and airplane handling
include the listing of facilities at each alternates. characteristics should be taken into
airport, or in the immediate area, (2) Flight Planning Limitation. The account.
sufficient to protect the passengers and certificate holder’s ETOPS flight (4) Airport Rescue and Fire-Fighting
crew from the elements and to see to planning program must ensure that the Service (RFFS).
their welfare. Such a requirement can be planned route of flight remains within (a) The following minimum
interpreted to encompass the time from the authorized ETOPS area of operation International Civil Aviation
landing until satisfactory recovery of in accordance with § 121.633 as follows: Organization (ICAO) rescue and fire-
passengers and crew based on the (a) For ETOPS up to and including fighting service (RFFS) categories must
certificate holder’s passenger recovery 180 minutes and 207 minutes in the be available at each airport listed as an
plan required by § 121.135 and North Pacific Area of Operation, the ETOPS Alternate Airport in a dispatch
discussed in Chapter 4, paragraph time required to fly the distance to the or flight release:
403c(5) of this AC. planned ETOPS alternate, at the 1. ETOPS Up to 180 Minutes. ETOPS
(2) The certificate holder’s program approved one-engine-inoperative cruise alternates with ICAO Category 4.
should provide flight crewmembers speed in still air and standard 2. ETOPS Greater than 180 Minutes.
with current weather and information conditions, may not exceed the time ETOPS alternates with Category 4. In
on a set of adequate airports in the specified for the airplane’s most time addition, the airplane must remain
ETOPS portion of the flight that are limited ETOPS significant system within the ETOPS authorized diversion
within the maximum diversion (including cargo fire suppression) minus time from an Adequate Airport that has
capability of the airplane on the 15 minutes. RFFS equivalent to that specified by
planned route of flight as an aid to the (b) For ETOPS beyond 180 minutes, ICAO Category 7, or higher. The
flight crew in contingency planning. the time required to fly the distance to availability of Adequate Category 7
RFFS airports must be considered for notification under all conditions. It does certificate holder’s OpSpecs must reflect
the entire ETOPS segment of the mean that such equipment must be current requirements (§ 121.625).
planned route. available on arrival of the diverting Although no consideration for the use of
(b) If the necessary equipment and airplane and remain on station as long GPS/RNAV approaches is presented
personnel are not immediately available as the services are needed. here, operators may request to receive
at the airport, additional fire fighting (5) ETOPS Alternate Minima. A this authorization through the FAA.
support may be brought in from a particular airport may be considered to This authorization would be reflected in
nearby town or other location. The be an ETOPS alternate for flight the operator’s OpSpecs. Appropriate
certificate holder must ensure that the planning and dispatch purposes, if the ETOPS alternate minima for such
nearby facility is capable of responding latest available forecast weather operations will be determined by the
to a request for firefighting assistance conditions from the earliest time of Director, Flight Standards Service. The
within a reasonable time. A 30-minute landing to the latest time of landing at airport of departure (takeoff) and the
response time is deemed adequate if the that airport, equals or exceeds the destination airport (unless used
initial notification to respond can be criteria detailed in the following table. concurrently as an ETOPS alternate) are
initiated while the diverting airplane is Because OpSpecs alternate weather not required to meet the weather
en route. A 30-minute response time minima standards apply to all minima for ETOPS alternates as these
does not imply that the firefighting alternates, the following criteria is airports are subject to other regulations
equipment has to be at the airport recommended for a typical certificate (e.g., §§ 121.617, 121.621, and 121.623).
within 30 minutes of the initial holder’s OpSpecs. An individual BILLING CODE 4910–13–P
(6) Fuel Supply. The certificate holder fuel supply as specified in § 121.646(b) (a) No person may dispatch or release
must comply with the ETOPS en-route as follows: for flight or takeoff a turbine engine-
powered airplane in ETOPS unless,
EN17SE07.008</GPH>
considering wind and other weather (b) Unless the certificate holder has a facilities that enable rapid and reliable
conditions expected, it has the fuel program established to monitor airplane communications on routes and altitudes
required by normal Flag requirements in-service deterioration in cruise fuel that may be used. For all ETOPS each
and enough fuel to satisfy paragraphs 1 burn performance, and includes in fuel certificate holder conducting flag or
through 4 below: supply calculations fuel sufficient to supplemental operations in ETOPS
1. The greater amount of fuel compensate for any such deterioration, must provide voice communications
sufficient to fly to an ETOPS alternate increase the final calculated fuel supply over routes where voice
under the following three scenarios: by 5 percent to account for deterioration communications facilities are available.
• Assuming a rapid decompression at in cruise fuel burn performance. Where voice communication facilities
the most critical point followed by (c) If the APU is a required power are not available, and voice
descent to a safe altitude in compliance source, then its fuel consumption must communication is not possible or is of
with the oxygen supply requirements of be accounted for during the appropriate poor quality, communications using
§ 121.333, or phases of flight. alternative systems must be substituted.
• At the approved one-engine- (d) In computing the ETOPS alternate (b) In addition to the communication
inoperative cruise speed assuming a fuel supply, advantage may be taken of requirement above, flag and
rapid decompression and a driftdown computed at the approved supplemental certificate holders
simultaneous engine failure at the most one-engine-inoperative cruise speed. operating ETOPS beyond 180 minutes
critical point followed by descent to a Accounting of wing anti-ice as in from an alternate must have a second
safe altitude in compliance with the paragraph (6)(a)4 above may apply to communications system that is capable
oxygen supply requirements of some models of airplane based on their of providing immediate satellite-based
§ 121.333, or characteristics and the manufacturer’s voice communications of landline
recommended procedures. telephone fidelity such as SATCOM.
• At the approved one-engine-
(7) Communications. The FAA has This system must be capable of
inoperative cruise speed assuming an
determined that the best way to assure providing clear voice communications
engine failure at the most critical point clear and timely communication in
followed by descent to the one-engine- between the flight crewmember and air
general, is via voice communication. traffic control, and the flight
inoperative cruise altitude. Likewise the FAA has determined that
2. Upon reaching the alternate, hold at crewmember and operations (dispatch).
there is a significant safety benefit Where clear satellite-based voice
1,500 ft above field elevation for 15 associated with an ETOPS flight having
minutes and then conduct an communications are not available,
the ability to communicate via a satellite alternative communications systems
instrument approach and land. based voice system, especially for those
3. Add a 5 percent wind speed factor must be substituted. If an operator has
situations that occur while on long, provided a satellite communication
(that is, an increment to headwind or a remote ETOPS routes. The need for
decrement to tailwind) on to the actual system for the crew to satisfy
safety is best served through § 121.99(a), it is not necessary that the
forecast wind used to calculate fuel in information and technical assistance
paragraph 1 above to account for any second communication system required
that is clearly and rapidly transmitted to for ETOPS beyond 180 minutes be
potential errors in wind forecasting. If a the flight crew in a way that requires the
certificate holder is not using the actual satellite based.
least amount of distraction to piloting (c) In determining whether such
forecast wind based on a wind model duties. Other than the area north of 82
acceptable to the FAA, the airplane communications requirements
degrees latitude, satellite discussed in paragraphs (a) and (b)
must carry 5 percent of the fuel required communications provides the best
for paragraph 1 above, as reserve fuel to above are available, the certificate
means to provide that capability holder must consider potential routes
allow for errors in wind data. A wind because it is not limited by distance.
aloft forecast distributed worldwide by and altitudes needed for possible
The FAA recognizes the limitations of diversions to ETOPS alternates as well
the World Area Forecast System satellite communications (SATCOM) in
(WAFS) is an example of a wind model as the original planned routing.
the North Polar Area above this latitude, (8) Dispatch/Flight Release.
acceptable to the FAA. and in such an area an alternate (a) The following items must be listed
4. After completing the calculation in communication system such as HF in the dispatch or flight release for all
paragraph 3, compensate in paragraph 1 voice or data link is to be used. The ETOPS in accordance with § 121.687:
above with additional fuel for the relatively short period of time that the 1. ETOPS alternates, and
greater of the following scenarios: flight is above latitude 82 degrees North 2. The authorized ETOPS diversion
• The effect of airframe icing during in relation to the total planned flight time under which the flight is
10 percent of the time during which time is a small fraction of the total dispatched or released.
icing is forecast (including ice flight. The ability to use SATCOM for (b) The pilot in command (PIC) must
accumulation on unprotected surfaces, all other portions of the flight, which for have access to the weather and status of
and the fuel used by engine and wing some routes could be longer than 15 services and facilities at all adequate
anti-ice during this period). Unless a hours duration, is advantageous to the airports with weather greater than
reliable icing forecast is available, icing flight. For flights above 82 degrees approach minimums other than the
may be presumed to occur when the North latitude, the operator must also designated ETOPS alternates along the
total air temperature at the approved ensure that communications planned route that could be used for
one-engine cruise speed is less than +10 requirements can be met by the most diversion before accepting the flight
degrees Celsius, or if the outside air reliable means available, taking into release.
temperature is between 0 degrees account the potential communication (c) If a flight is dispatched on a route
Celsius and ¥20 degrees Celsius with a disruption due to solar flare activity. that is greater than 180 minutes from an
relative humidity of 55 percent or The same philosophy and ETOPS alternate, the certificate holder
greater. commensurate requirements apply for must inform the flight crew and give
• Fuel for engine anti-ice, and if ETOPS in the South Polar Area. them the reason for the routes selection.
appropriate wing anti-ice, for the entire (a) Section 121.99(a) includes a (9) Dispatch on a ‘‘Flight-by-Flight
time during which icing is forecast. requirement for communications Exception’’ Basis. For two-engine
airplane ETOPS approvals under the used for diversion for deterioration in flight, the rule allows the operator to
provisions of 207-minute ETOPS in the the weather and limitations in the designate a different alternate airport at
North Pacific Area of Operation, and availability of facilities and services that the ETOPS entry point in order to
240-minute ETOPS in the North Polar would render an airport unsuitable for continue the flight.
Area, in the area north of the NOPAC landing in the event of a diversion. (3) Engine Failure.
area, and the Pacific Ocean area north During the course of the flight, the flight (a) Section 121.565 requires the PIC of
of the equator, regulations limit the crewmembers should be informed of a two-engine airplane with one engine
operator’s use of this authority in these significant changes in conditions at the inoperative to land at the nearest
areas to an ‘‘exception’’ basis. This designated ETOPS alternates, suitable airport where, in the PIC’s
exception may only be used when an particularly those conditions that would judgment after considering all relevant
ETOPS alternate is not available within render an airport unsuitable for landing factors, a safe landing can be made. This
180 minutes and is based on certain and improvement in airport weather to determination is especially critical for
criteria. conditions above operating minima. ETOPS where the availability of suitable
(a) For 207-Minute ETOPS, exception (b) In most ETOPS operations, the airports may be limited and the
criteria includes political or military ETOPS entry point is a significant diversion decision is therefore more
concerns, volcanic activity, temporary distance from the point of dispatch. To critical. The following is a list of some,
airport conditions, and airport weather ensure the capability and availability of but not all, factors that may be relevant
below dispatch requirements, or other an en route alternate to support any en in determining whether or not an airport
weather related events. route contingencies, before an ETOPS is suitable, and are consistent with the
(b) For 240-Minute ETOPS in the flight proceeds beyond the ETOPS entry ETOPS principle of protecting the
North Polar Area and in the Area North point, the certificate holder must diversion once it occurs:
of NOPAC, exception criteria includes evaluate the weather from the earliest to • Airplane configuration, weight,
extreme conditions particular to these latest time of arrival at the designated systems status, and fuel remaining
areas such as volcanic activity, extreme ETOPS alternates, as well as the landing • Wind and weather conditions en
cold weather at en-route airports airport, distances, airport services, and facilities. route at the diversion altitude
weather below dispatch requirements, If any conditions, such as weather • Minimum altitudes en route to the
temporary airport conditions and other below landing minima, are identified diversion airport
weather related events. The certificate that would preclude a safe approach • Fuel burn to the diversion airport
holder must establish the criteria to be and landing, the PIC should be notified • Airport’s nearby terrain, weather,
used to decide what extreme weather and an additional ETOPS alternate and wind
precludes using an airport. selected where a safe approach and • Availability and surface condition
(c) For 240-Minute ETOPS in the landing can be made. A revised flight of runway
Pacific Ocean Area north of the Equator, plan should include information on the • Approach navigation aids and
exception criteria includes political or newly designated ETOPS alternates lighting available
military concern, volcanic activity, within the authorized area of operation. • Rescue and fire fighting services
airport weather below dispatch Information on the weather and (RFFS) at the diversion airport
requirements, temporary airport capabilities (that is, emergency • Facilities for passenger and
conditions and other weather related response, approach aids, navigation crewmember disembarkation, and
events. facilities, and airport infrastructure) of accommodations
potential ETOPS alternates in the • PIC’s familiarity with the airport
Note: Certificate holders are required to • Information about the airport
maintain a record of their use of that authorized area of operations should be
authority for tracking purposes. When an available to the PIC. The maximum provided to the PIC by the certificate
operator is granted such authority, they may diversion time, determined by the holder.
exercise this authority based on the newly selected ETOPS alternate, must (b) When operating a two-engine
conditions above without limit. There is not exceed the authorized ETOPS airplane with one engine inoperative,
currently no requirement for any specific maximum diversion time listed in the none of the following factors should be
format for reporting 207- and 240-minute certificate holder’s OpSpec for that considered sufficient justification to fly
track usage. airplane and operating area that could beyond the nearest suitable airport:
d. En Route. have been applied at original dispatch. • The fuel supply is sufficient to fly
(1) Pilot-in-Command Authority. No (c) An operator is not required to turn beyond the nearest suitable airport;
part of this AC is to be interpreted as back once the flight has gone beyond the • Passenger accommodation other
reducing the PIC’s joint responsibility ETOPS entry point if an unexpected than passenger safety;
for determining that the flight can be worsening of the weather at the • Availability of maintenance and/or
safely conducted as planned before designated ETOPS alternate airport repair resources.
release. None of the guidance in this AC drops the airport below operating (c) If no more than one engine is shut
may be interpreted in any way to landing minima (or any other event down on an airplane that has three or
prejudice or limit the final authority and occurs that makes the runway at that more engines, § 121.565 permits the PIC
responsibility of the PIC for the safe airport unusable). The FAA requires to fly beyond the nearest suitable airport
operation of the airplane. that the pilot-in-command, in in point of time if the PIC determines
(2) Potential Diversion Airports after coordination with the dispatcher if that doing so is as safe as landing at the
Departure. appropriate, will exercise judgment in nearest suitable airport. In making a
(a) After departure, designated ETOPS evaluating the situation and make a decision to fly beyond the nearest
alternates must continue to meet the decision as to the safest course of action. suitable airport, the PIC should consider
requirements of original dispatch, This may be a turn back, re-routing to all relevant factors and, in addition,
except that the weather must remain at, another ETOPS alternate airport, or consider the possible difficulties that
or above, operating minima (§ 121 continuing on the planned route. may occur if the flight is continued
.631(c)). The pilot and dispatcher Should the operator become aware of a beyond the nearest suitable airport.
should monitor the airports within the potential weather problem prior to the When an airplane with more than two
ETOPS area of operation that could be airplane entering the ETOPS stage of the engines bypasses a suitable alternate,
the PIC must carefully weigh the risk (1) The certificate holder should sources with no APU electrical source
associated with the next possible develop unique ETOPS flight crew available results in significant
failure, which could complicate or procedures for each of the flight degradation of instrumentation to either
compound the current engine operations requirements discussed in pilot.
inoperative condition. The next possible this section. These procedures should (e) Use of emergency equipment
failure could be a system failure or be contained in the applicable pilot associated with ETOPS operations,
another engine failure, which in either flight manual. The pilot flight manual including cold weather gear and
case, would affect crew workload and should also contain procedural SATCOM.
their possible success in completing the information necessary to interface with (f) Procedures to be followed in the
associated abnormal approach and ETOPS maintenance requirements such event that there is a change in
landing procedures. It is even possible as; conditions at an ETOPS alternate listed
that a contingency outside of the realm • Fuel crossfeed valve operational on the dispatch/flight release that would
of a system failure, such as a passenger check (if applicable) preclude a safe approach and landing.
illness, could compound the crew’s • Special ETOPS MEL requirements (g) Procedures to be followed in the
workload normally associated with the • APU in-flight start procedures (if event that there is a change in
current failure condition. applicable) conditions at other potential en route
(4) System Failure/Partial Failure. • Engine Condition Monitoring (ECM) diversion airports that would preclude a
(a) During ETOPS, the limited data recording procedures safe approach and landing.
availability of diversion airports and • In-flight verification of ETOPS (h) Understanding and effective use of
extended diversion distances require significant systems approved additional or modified
that the impact of a system failure or (2) The initial pilot flight manual equipment required for ETOPS.
partial failure be carefully evaluated. ETOPS section and each revision must (i) Fuel quantity comparison: The
This should include a careful be submitted to the CHDO and approved certificate holder’s training program
assessment of remaining systems and before being adopted. should identify fuel management
overall operational capability. Time 304. Flight Operations Training procedures to be followed during the en
permitting, full use should be made of Requirements. route portion of the flight. These
the information available through the a. ETOPS Unique Requirements. The
procedures should provide for an
certificate holder’s dispatch facility and certificate holder’s approved training
independent crosscheck of fuel quantity
a determination made by the PIC as to program for ETOPS should include
indicators, for example, fuel used,
the plan for the safe continuation of the training that describes the unique
subtracted from the total fuel load,
flight, that is whether it is safer to divert aspects of ETOPS. That training should
compared to the indicated fuel
and land or to continue as planned include, but not be limited to:
remaining.
(1) Diversion Decision Making. The
under the circumstances. (j) Fuel management: Accounting for
certificate holder’s training program
(b) If, as a result of reevaluating discrepancies between planned fuel
should prepare flight crewmembers to
airplane systems, a change in flight plan remaining and actual fuel remaining for
evaluate probable propulsion and
is required, the PIC should be provided example estimated time of arrival ahead
airframe systems malfunctions and
revised flight plan information and an of or behind plan, gross weight, and/or
failures. The goal of this training should
update of conditions, including weather altitude differences.
be to establish flight crewmember
conditions at designated ETOPS (k) Flight crew procedures unique to
competency in dealing with the most
alternates. Dispatch should advise the ETOPS as listed above in the paragraph
probable operating contingencies.
flight crewmembers of additional (2) Specific ETOPS Requirements. 303(e).
airports on the planned route of flight The certificate holder’s ETOPS training (3) Passenger Recovery Plan. The
that could be used for diversion. In no program should provide and integrate certificate holder must provide training
case may the maximum approved training for flight crewmembers and to the flight crewmembers and
diversion authority of the operation be dispatchers (if applicable), as listed dispatchers relative to their perspective
exceeded. below. The FAA will periodically roles in the certificate holder’s
(5) Other Diversion Scenarios. During evaluate a cross-section of these items. passenger recovery plan (§ 121.415).
ETOPS an airplane may divert for (a) Flight planning, including b. Check Airman Used in ETOPS. The
reasons other than engine or systems contingency data, that is engine failure, certificate holder must designate check
failure such as medical emergencies, decompression, and diversion equal airmen specifically for ETOPS. The
onboard fire, or decompression. When time point. objective of the ETOPS check airman
considering the nature of the emergency (b) Flight progress monitoring and program should be to ensure
and the possible consequences to the fuel tracking. standardized flight crewmember
airplane, passengers and crew will (c) Operational restrictions associated practices and procedures and also to
dictate the best course of action suitable with dispatch under the minimum emphasize the special nature of ETOPS.
to the specific en route contingency. equipment list (MEL). Only airmen with a demonstrated
The flight crew must decide on the best (d) Non-normal procedures including: understanding of the unique
course of action based on all available 1. Abnormal and emergency requirements of ETOPS should be
information. The ETOPS Alternate procedures. designated as a check airman.
Airports required by § 121.624 and 2. Systems failures and remaining c. Review of Training Programs and
designated for a particular flight provide airplane capability as it relates to the Operating Manuals.
one option to the PIC. However, these decision to divert or to continue. (1) The purpose of the review is to
ETOPS alternates may not be the only 3. Diversion. verify the adequacy of information
airports available for the diversion and 4. Crewmember incapacitation. provided to training programs and
nothing in this guidance in any way 5. A simulated approach and missed operating manuals. The FAA will use
limits the authority of the pilot-in- approach with only an alternate power the information resulting from these
command. source available, if the loss of two main reviews as the basis for modification or
e. ETOPS Procedures Documentation. alternating current electrical power updating flight crewmember training
programs, operating manuals, and and maintenance training requirements grants approval for ETOPS beyond 180
checklists, as necessary. discussed in paragraphs 302 and 304. minutes only to certificate holders with
(2) The FAA will also continually d. Before the FAA grants ETOPS existing 180-minute ETOPS operating
review in-service experience of systems operational approval to an applicant for authority for the airplane-engine
significant to ETOPS. The review two-engine ETOPS, the certificate combination to be operated in the
includes system reliability levels and holder must be able to demonstrate the application. There is no minimum in-
individual event circumstances, ability to achieve and maintain the level service time requirement for the 180-
including crewmember actions taken in of propulsion system reliability that is minute ETOPS operator requesting
response to equipment failures or loss of required for the ETOPS-approved ETOPS approval beyond 180 minutes.
capabilities. airplane-engine combination to be used The determination by the Director,
(Appendix P to Part 121, section I. Flight Standards Service to grant ETOPS
Chapter 4. Applications to Conduct Paragraph (a)). The certificate holder approval is the same as for all ETOPS
ETOPS must also demonstrate that it can authorities.
400. ETOPS Qualifications. The operate the particular airframe and other (3) ETOPS beyond 240 Minutes. This
unique nature of ETOPS necessitates an airplane systems at levels of reliability authority is only granted to operators of
evaluation of these operations to ensure appropriate for the intended operation. two-engine airplanes between specific
that the certificate holder’s proposed This can be achieved directly by a city pairs. The certificate holder must
programs are effective. The FAA will successful in-service operational history have been operating at 180 minute or
review the certificate holder’s or by successfully validating all the greater ETOPS authority for at least 24
documentation and training programs to required ETOPS processes according to consecutive months, of which at least 12
validate that they are appropriate for the Accelerated ETOPS Application consecutive months must be at 240-
ETOPS. To receive approval to conduct Method in Appendix 3 of this AC. minute ETOPS authority with the
ETOPS the certificate holder must e. An applicant for an initial operating airplane-engine combination in the
satisfy the following conditions: certificate who is applying for ETOPS application.
a. Airplane. The specified airplane- authority at entry into service under the c. Passenger-Carrying Airplanes with
engine combination listed in the Accelerated ETOPS Application method More than Two Engines. There are no
certificate holder’s application must must comply with the same minimum in-service experience criteria
have been certificated to the requirements for certificate holders for certificate holders requesting ETOPS
airworthiness standards of transport outlined in this AC. It should be beyond 180 minutes for operations with
category airplanes and must be understood that validation of an more than two engines. Those
approved for ETOPS. Guidance for applicant with no previous operational applicants will request approval under
airplane ETOPS type design can be experience should be more robust than the accelerated ETOPS method.
found in AC 25.1535–1 and § 121.162. would be necessary for a certificate 402. ETOPS Authorities.
(1) Two-Engine. Airplane-engine holder with operational experience. As a. ETOPS with Two-Engine Airplanes.
combinations already approved for is the case for all Accelerated ETOPS An applicant for two-engine ETOPS
ETOPS under previous FAA guidance approvals, the Director, Flight Standards may seek approval for extended
can continue to be used in ETOPS Service must be satisfied that the operations by seeking one of the
operations under part 121. No re- applicant can operate to the standards following ETOPS approvals best suited
certification under § 25.1535 is required. expected of an experienced ETOPS to their proposed operations (see
Two-engine airplanes with existing type operator from the first day of service. Appendix 2):
certificates on February 15, 2007, may 401. Application for ETOPS (1) 75-Minute ETOPS in the
be approved for up to 180-minutes Authorization. Caribbean/Western Atlantic Area or in
a. Any certificate holder wishing to other areas.
ETOPS without meeting requirements
obtain an ETOPS authorization must (2) 90-Minute ETOPS in Micronesia.
for fuel system pressure and flow, low
submit an application with all (3) 120-Minute ETOPS.
fuel alerting, and engine oil tank design (4) 138-Minute ETOPS. Such
supporting data to their local CHDO
contained in § 25.1535. approvals are granted to current 180-
office. This application will be for a
(2) More than Two Engines. Airplanes minute ETOPS operators, or as an
specific airplane-engine combination
with more than two engines that are to extension of authority to operators with
and should address all the regulatory
be used in ETOPS and are manufactured only 120-minute ETOPS approval.
requirements for ETOPS. The certificate
prior to February 17, 2015, may operate (5) 180-Minute ETOPS.
holder may follow the guidance found
in ETOPS without type design approval (6) 207-Minute ETOPS in the North
in this AC to complete the application.
under the revised § 25.1535. Airplanes Pacific Area of Operation.
The application should be submitted at
with more than two engines (7) 240-Minute ETOPS. Approvals are
least 60 days prior (6 months for the
manufactured on or after February 17, granted at this level based on the
Accelerated ETOPS method of
2015, must meet the requirements of particular geographic area applied for
application) to the proposed start of
ETOPS type design. with criteria delineated for particular
extended range operation with the
b. Flight Operations and Maintenance specific airplane-engine combination. applications.
Requirements. The certificate holder b. Two-Engine Airplanes. (8) Beyond 240-Minute ETOPS.
must show compliance with the flight (1) Up to 180-Minute ETOPS. An Approvals are granted at this level based
operations requirements discussed in applicant requesting ETOPS up to 180 on particular city pairs.
paragraph 303 and the maintenance minutes for two-engine operations may b. ETOPS with Passenger-Carrying
requirements discussed in paragraph select one of the following two Airplanes having More than Two
301. application methods best suited to their Engines. Certificate holders applying for
c. Training Requirements. The proposed operation (See Appendix 3): ETOPS with passenger-carrying
certificate holder must show that it has (a) In-service experience method, or airplanes that have more than two
trained its personnel to achieve (b) Accelerated ETOPS method. engines will receive ETOPS authority
competency in ETOPS and should show (2) ETOPS beyond 180 Minutes, Up to based on the FAA approved maximum
compliance with the flight operations and Including 240 Minutes. The FAA time limited airplane system restriction
of the airplane-engine combination reasonable degree of accuracy and ETOPS greater than 180 minutes
listed in their application and the reliability in the proposed areas of (OpSpec paragraph B042 (4), ER–OPS
maximum authority requested. operation. Such factors as staffing, En Route Alternate Airports). For
403. ETOPS Authorization dispatcher, training, sources of weather operations in the North Polar Area and
Requirements. reports and forecasts, and when the South Polar Area a specific
a. All certificate holders of airplanes possible, a record of forecast reliability, passenger recovery plan is required for
with two engines, and all certificate should be evaluated. each designated diversion airport taken
holders of passenger-carrying airplanes (3) Minimum Equipment List. The from those listed in an operator’s
with more than two engines, operating certificate holder is required to submit operations specifications for this
on ETOPS routes must comply with all its MEL, designed in accordance with operation (North and South Polar Areas,
the operational and process the master minimum equipment list OpSpec paragraph B055, North Polar
requirements specified in the ETOPS (MMEL), appropriate to the requested Operations [Sic], Polar Operations). For
regulations in part 121 and as discussed level of ETOPS. A certificate holder’s further guidance on passenger recovery
in this AC. MEL may be more restrictive than the plans for these polar diversion airports
b. Those certificate holders operating MMEL, considering the kind of ETOPS see paragraph 603(2).
airplanes with more than two engines proposed and the equipment and (b) The certificate holder’s formal
who choose to follow the service problems unique to the passenger recovery plan should provide
recommendations in this AC as a means certificate holder. System redundancy a means to validate acceptable levels of
of compliance with the operating rules, levels appropriate to ETOPS should be infrastructure to provide for an orderly
and who, on February 15, 2008, have reflected in the MMEL. Systems process for the care and well being of
the authority to operate on specific non- considered to have a fundamental the passengers and crewmembers. This
ETOPS routes that under the new influence on flight safety may include, infrastructure should include facilities
definition are classified as ETOPS but are not limited to the following: that provide for the physiological needs
routes, are not required to re-apply for • Electrical, including battery of the passengers and crewmembers
their specific route authority. However, • Hydraulic such as continuing safety, food, and
from February 15, 2008, the certificate • Pneumatic shelter. Any list of considerations for
holder is required to comply with all the • Flight instrumentation the passengers and crewmembers need
ETOPS flight operational requirements • Fuel not be exhaustive. However, in certain
that are described in this AC and must • Flight control cases involving operations in
have their ETOPS program and all • Ice protection demanding environments, plans may
ETOPS processes approved by their • Engine start and ignition need to be detailed enough to provide
CHDO with concurrence of the Director, • Propulsion system instruments for medical care, communications,
Flight Standards Service. The CHDO • Navigation and communications methods for securing alternative
will amend the certificate holder’s • Auxiliary power units expedited travel, extraction, and other
OpSpecs when the Director, Flight • Air conditioning and pressurization continued travel provisions for the
Standards Service grants a certificate • Cargo fire suppression crewmembers and passengers. If the
holder approval to conduct operations • Emergency equipment certificate holder proposes to use the
under § 121.161. • Any other equipment necessary for airplane capabilities and services as a
c. All ETOPS certificate holders ETOPS. means to satisfy all or part of the
applying for approvals under this (4) Public Protection. The provisions requirements for such a plan, the time-
section must provide sufficient for public protection have historically limited capability of appropriate
information with their application to the been embedded in § 121.97(ii). Current systems should be evaluated and taken
Manager, Air Transportation Division, requirements are found in into account.
AFS 200, through its CHDO and § 121.97(b)(1)(ii). The definition of (c) It is generally accepted that any
regional FAA office on the following ‘‘public protection’’ has been expanded plan that is designed to fully recover the
areas of concern in ETOPS: for certificate holders operating ETOPS passengers within 48 hours may be
(1) ETOPS Area of Operations/ beyond 180 minutes, and for operations viewed as meeting the overall
Airplane Performance. The altitudes in the North Polar Area and South Polar requirement to provide for the care and
and airspeeds used in establishing the Area to include facilities at each airport, safety of the passengers and
ETOPS area of operations for each or in the immediate area, sufficient to crewmembers. The greatest concern
airplane-engine combination must be protect the passengers and crew from relative to passenger recovery plans is
shown to permit compliance with the the elements and to see to their welfare. when diversions occur to an airport that
terrain and obstruction clearance Due to the nature of these operations is geographically located within an area
requirements of §§ 121.191 and 121.193, and the climatic issues involved during not normally served by the certificate
as applicable. A speed other than the the majority of the year, certificate holder and, more specifically, when the
approved single engine speed may be holders undertaking these operations diversion occurs to an en route alternate
used as the basis for compliance to must ascertain that facilities at an airport located in a harsh operating
§§ 121.191 and 121.193, provided fuel airport, or in the immediate area, are environment. A certificate holder with a
consumption is shown not to exceed the sufficiently robust to protect the route system extending over remote
critical fuel scenario associated with the passengers and crew from the elements, areas of the world has a responsibility
applicable ETOPS equal-time point and to see to their welfare during the under the regulations (§ 121.135), to
(§ 121.646), and the time limited system time required to transport them towards develop a passenger recovery plan in
requirements of § 121.633 are not their destination under the passenger anticipation of the possibility of a
exceeded. recovery plan discussed in paragraph (5) diversion to an approved en route

(2) Weather Information System. A below. alternate airport lying within those
certificate holder should substantiate (5) Passenger Recovery Plan. remote regions. In these instances, the
that the weather information system that (a) A specific passenger recovery plan certificate holder operating on those
it uses can be relied on to forecast is required for each ETOPS Alternate routes should devise a plan of substance
terminal and en route weather with a Airport used by a certificate holder in that will outline how it will recover the
passengers, crewmembers, and airplane specific airplane-engine combination in during the ETOPS validation flights,
in the event of such a diversion. This an authorized area of operation, the unless successful demonstration of
plan should be of sufficient detail to FAA will require actual validation these conditions has been approved and
demonstrate that the recovery operation flights on proposed routes that the subsequently witnessed by the FAA in
can be readily effected, and that the certificate holder intends to operate an acceptable simulation prior to the
basic needs of the diverted passengers within the ETOPS area of operations, validation flight:
and crewmembers can be provided for designated in the operator’s approval (1) Total loss of thrust of one engine
in the interim. The plan should address request. This is to ensure that the and total loss of engine-generated
all of the concerns previously listed ETOPS flight operations and electrical power, or
with specific emphasis on any issues maintenance programs described in (2) Any other condition considered
unique to that particular environment. Chapter 3 are capable of supporting more critical in terms of airworthiness,
In some environments provisions for those operations. Depending on the crewmember workload, or performance
shade from the direct sunlight and certificate holder’s level of experience risk.
cooling may be a concern; while in in conducting ETOPS and the routes c. This simulator demonstration does
other environments such as polar and intended to be used in operations, the not alter the certificate holder’s
sub polar areas, plans should provide FAA will determine the number of requirement to demonstrate the
for immediate provisions for shelter validation flights required, the manner competence and the capability to
from the elements, heating, and in which validation flights may be adequately support the intended
clothing. After these immediate conducted (revenue with passengers, operation during the ETOPS validation
concerns are addressed, the plan should non-revenue, or cargo only), and any flight.
address provisions for initiating other items requiring validation. If
extraction procedures immediately. In approval is granted to fly the validation Chapter 5. FAA ETOPS Approval
all cases a particular alternate airport flight in revenue service, the operator 500. Final ETOPS Operating
environment should drive the should be granted appropriate, though Authority.
requirements of the passenger recovery temporary or restricted, OpSpecs Following completion of the ETOPS
plan and the prioritization of concerns covering the necessary flight(s). At the application requirements and before the
needing to be addressed. successful conclusion of the validation, issuance of operations specifications,
(6) Navigation. The applicant must the CHDO should coordinate with the the certificate holder’s application with
show the availability of navigation Director, Flight Standards, amendment supporting data, together with the
facilities adequate for the operation, and issuance of unrestricted OpSpecs. CHDO’s recommendations, should be
taking into account the navigation Certificate holders operating passenger- forwarded through the certificate
equipment installed on the airplane, the carrying airplanes with more than two holder’s regional FAA office, to AFS–
navigation accuracy required for the engines who, on the effective date of 200 (Washington Headquarters) for
planned route and altitude of flight, and this AC, have the authority to operate on review and concurrence. The CHDO’s
the routes and altitudes to the airports specific non-ETOPS routes that under recommendations should include any
designated as ETOPS alternates. the new definition are classified as specific recommendations made by the
Navigation facilities required to ensure ETOPS routes, may not be required to principal maintenance inspector (PMI),
a safe approach and landing must be conduct an actual validation flight. If principal avionics inspector (PAI), and
available. the certificate holder can adequately principal operations inspector (POI), as
Note: Non-terrestrial approaches, e.g., GPS/ validate that the necessary additional appropriate. Following review and
RNAV, may be utilized if approved in a ETOPS processes and procedures are in concurrence by AFS–200, the validation
certificate holder’s operating specifications at place, and that they can function flights should be conducted in
airports where terrestrial navigation aids, appropriately, may be validated by
such as NDB or VOR, are not available or accordance with any additional
another means satisfactory to the CHDO
operational. guidance or recommendations specified
with concurrence of Director, Flight
in the review and concurrence process.
(7) Communications. The certificate Standards Service.
405. Required Demonstration on a Following the successful completion of
holder must show the availability of
Validation Flight. the validation flights, the Director,
communications services and facilities
a. The certificate holder should Flight Standards Service, will authorize
for communication with ATC and the
demonstrate, by means of an FAA- the CHDO to issue the certificate holder
dispatch office. Certificate holders
witnessed validation flight or flights OpSpecs for ETOPS operations.
operating ETOPS routes must use the
most reliable voice-based using the specified airplane-engine 501. ETOPS OpSpecs.
communications technology available combination in its application, that it Those OpSpecs for ETOPS provide
for communications between the flight has the competence and capability to authorizations and limitations covering
crew and air traffic services, and the safely conduct and adequately support at least the following:
flight crew and the certificate holder per the intended operation. The CHDO, a. Approved airplane-engine
§ 121.99. For ETOPS routes further than with the concurrence of the Director, combinations,
180 minutes from adequate airports, a Flight Standards Service, will determine b. Current approved CMP standard
second communication system is the conditions for each certificate required for ETOPS, if appropriate,
required and must be able to provide holder’s validation flights. This c. Authorized geographic area(s) of
immediate satellite-based voice determination will be made on a case- operation,
communications of landline-telephone by-case basis following a review of the d. ETOPS area of operation,
fidelity. Rapid and reliable ATC certificate holder’s experience and the e. Airports authorized for use,
communications are determined by the proposed operation. This process may including alternates and associated
facilities operated by ATC units in the require the certificate holder to conduct instrument approaches and operating
areas of operations. an actual diversion during the minima,
404. Validation Flight(s). validation flights. f. Approved maintenance and
Prior to granting ETOPS approval to a b. The following emergency reliability program for ETOPS including
certificate holder for operation of a conditions should be demonstrated those items specified in the type design
approved CMP standard, if appropriate, Chapter 6. Polar Operations and the guidance in this chapter are in
and 600. Background. addition to any of the applicable ETOPS
g. Identification of the airplanes a. In February 2001, in response to requirements discussed in Chapter 3,
authorized for ETOPS by make, model, several U.S. carriers’ plans to conduct paragraphs 300–304 of this AC.
serial, and registration number. 603. Polar Requirements.
north polar operations, the FAA
a. The certificate holder applying for
502. Changes to Approved ETOPS developed a ‘‘Polar Policy Letter.’’ This
authority to fly in the Polar Areas must
Operations, Maintenance and Training policy letter documented the develop plans in preparation for all
Procedures. requirement for airlines to develop polar flights in the North and South
Following final ETOPS approval, if a necessary plans in preparation for north Polar Areas. This section documents the
certificate holder determines a need to polar flights and identified the added requirements and identifies
make substantial changes to its ETOPS necessary equipment and airplane equipment and airplane configuration
operations, maintenance and training configuration requirements for all requirements in addition to the
procedures, it should submit such airplanes regardless of the number of requirements discussed in Chapter 3,
changes in a timely manner to the engines. The FAA’s intent in issuing the paragraphs 300–304.
CHDO for review and acceptance before policy letter was to ‘‘establish a process b. The certificate holder’s plan for
incorporation. The certificate holder that can be applied uniformly to all conducting operations within these
and its CHDO should negotiate what applicants for polar route authority.’’ areas must include the following
constitutes a substantial change to allow This policy was applied to all operators, elements:
flexibility and take into consideration a and although not ETOPS per se, it (1) Requirements for Designating
certificate holder’s ETOPS experience. required ETOPS-like planning, equipage Alternates. Certificate holders should
What is considered substantial for a new and operational requirements in these designate a set of alternate airports
entrant ETOPS certificate holder may be areas. regardless of their distance from the
considerably different than for a b. During the development of the planned route, such that one or more
certificate holder with many years of expanded ETOPS regulations the ARAC can reasonably be expected to be
ETOPS experience. recommended that the guidance available in a variety of weather
503. Processes After Receiving ETOPS contained in the Polar Policy letter be conditions to support a necessary
Authority. incorporated in the ETOPS regulations. diversion. The flight must have
a. The FAA continuously monitors It also recommended that these sufficient fuel as required by § 121.646,
the world fleet average IFSD rate for requirements be expanded to the South if applicable, and should be able to
two-engine ETOPS authorized airplane- Polar Region. Although no U.S. make a safe landing and the airplane
engine combinations to ensure that the certificate holders were operating in the maneuvered off of the runway at the
levels of reliability achieved in ETOPS South Polar Area at the time, it was felt selected diversion airport. In the event
remain at the required levels. If an that due to similar extremes in of a disabled airplane following landing,
acceptable level of reliability in fleet remoteness, weather, and terrain, this the capability to move the disabled
average IFSD is not maintained, or if area should be included in anticipation airplane should exist at that airport, so
significant deficiencies or adverse of future industry growth. as not to block the operation of any
trends are detected in type design (i.e., c. The FAA agreed with the recovery airplane. In addition, those
basic design of the airplane-engine) or recommendations of the ARAC and has airports designated for use should be
in the operation, the FAA may require determined that operating in the polar capable of protecting the safety of all
the airframe and engine manufacturers areas presents operational issues similar personnel by being able to:
to develop a plan acceptable to the FAA to typical ETOPS flights, and as such, (a) Offload the passengers and
to address the deficiencies. the risks associated with this operation crewmember in a safe manner during
can be mitigated by applying planning, adverse weather conditions;
b. As with all other operations, the
operational, and equipage requirements (b) Provide for the physiological
CHDO will monitor all aspects of the
similar to ETOPS and specific needs of the passengers and
ETOPS operations it has authorized to
procedures applicable to the risks crewmembers for the duration of the
the certificate holder to ensure that the
associated with this type of flying. stay at the diversion airport until safe
levels of reliability achieved in ETOPS 601. Definition. evacuation; and
operations remain at acceptable levels, The North Polar Area is defined as the (c) Safely extract passengers and
and that the operation continues to be entire area north of latitude 78 degrees crewmembers as soon as possible
conducted safely. North, and the South Polar Area is (execution and completion of the
c. In the event that an acceptable level defined as the entire area south of passenger recovery is expected as soon
of reliability is not maintained, if latitude 60 degrees South. as possible within 48 hours following
significant adverse trends exist, or 602. Applicability. diversion).
critical deficiencies are detected in the Any certificate holder operating an (2) Passenger Recovery Plan. Except
type design or in the conduct of ETOPS airplane whose route contains any point for supplemental all-cargo operations,
operations, the CHDO will: within the North Polar area or South each certificate holder conducting
(1) Alert the appropriate airplane Polar area as defined in paragraph 601 operations in the polar areas must have
certification office and the airplane above, must comply with the a passenger recovery plan at designated
evaluation group, when problems requirements of part 121, appendix P, diversion airports as discussed in
associated with airplane design or section III. The certificate holder must paragraph (1) above and in Chapter 4,
operations are identified; and first determine during the route paragraph 403c(5). The passenger
(2) Initiate a special evaluation, planning stage if the operation will be recovery plan in these Polar Regions
impose operational restrictions (if ETOPS as defined in § 121.161 and as should also include special
necessary), and ensure that the further discussed in Chapter 2, consideration for the possibility of
certificate holder adopts corrective paragraph 201 of this AC. If the extreme cold weather, limited passenger
actions to resolve the problems in a operation is ETOPS the polar facilities, and the need to initiate
timely manner. requirements of part 121, appendix P passenger recovery without delay.
(3) Fuel Freeze Strategy and (c) Autothrottle system; validation flight. As part of polar area
Monitoring. The certificate holder must (d) Communication systems relied on validation, the certificate holder must
have a fuel-freeze strategy and by the flight crewmember to satisfy the exercise its passenger recovery plan.
procedures for monitoring fuel freezing. requirement for communication Adequate and timely notification must
The certificate holder may wish to capability; and be made to the FAA before the
develop a fuel freeze strategy and (e) Except for all-cargo operations, an validation flight so that any necessary
monitoring program (e.g., alternate fuel expanded medical kit to include coordination between the FAA
freeze point temperature determination automated external defibrillators (AED). inspector and personnel at the selected
based on actual measurements of (6) Training. The certificate holder diversion airport can be completed. The
uploaded fuel), in lieu of using the should address the following training inspector will witness the effectiveness
standard minimum fuel freeze requirements in its approved training and adequacy of the following areas of
temperatures for specific types of fuel programs: operation:
used. In such cases, the certificate (a) QFE/QNH and meter/feet (1) Communications,
holder’s fuel freeze analysis and conversions (required for flight (2) Coordination,
monitoring program for the airplane fuel crewmember and dispatcher training); (3) Facilities,
load is subject to FAA approval. The (b) Training requirements for fuel (4) Accuracy of Notices to Airman and
certificate holder should have freeze, to include maintenance, weather information, and
procedures established that require dispatch, and flight crewmember (5) Operability of ground equipment
coordination between maintenance, training (special curriculum segments); during the simulated diversion.
dispatch, and assigned flight (c) General route-specific training on b. The exercise of the certificate
crewmembers to convey the determined weather patterns; holder’s passenger recovery plan may be
fuel freeze temperature of the fuel load (d) Relevant airplane system completed before the validation flight.
on board the airplane. limitations (for example fuel The FAA will not consider a request by
(4) Communication Capability. The temperature limits); a certificate holder to conduct the
certificate holder must have effective (e) Role of maintenance role in validation flight in a passenger revenue
voice communications and/or data link providing airplane systems capability status if the certificate holder’s
capability for all portions of the flight information to dispatch and flight passenger recovery plan has not been
route. The requirements of § 121.99 crewmember to aid the PIC in diversion previously and satisfactorily
apply to all ETOPS operations in these decision making; demonstrated to the FAA. If the
areas. For all other operations, company (f) Crewmember training in the use of certificate holder elects to demonstrate
communications may be accomplished the cold weather anti-exposure suit, its passenger recovery plan as part of
using HF voice, HF data link, satellite (g) For dispatch and crewmember and during its validation flight, the
communication (SATCOM) voice or considerations during solar flare flight may not be conducted in a
SATCOM data link. Because of the activity, the certificate holder must be passenger revenue status. However, the
limitations of VHF and satellite-based aware of the content of AC 120–52, carriage of cargo revenue is permissible
voice communications, ATC Radiation Exposure of Certificate Holder in this case and is encouraged for
communications will probably require Crewmembers, and provide airplane weight and balance purposes.
high frequency (HF) voice over portions crewmember training as stated in AC 605. FAA Polar Area Approval.
of these routes. The FAA recognizes that 120–61, Crewmember Training on In- Certificate holders must obtain FAA
SATCOM may not be available for short Flight Radiation Exposure; and approval to conduct these operations
periods during flight over the Poles. (h) Training for flight crewmembers and to operate in any area of magnetic
Communication capability with HF and dispatcher roles in the certificate unreliability. The FAA will grant such
radios also may be affected during holder’s passenger recovery plan. authority based on a specific airplane-
periods of solar flare activity. The (7) Crew Exposure to Radiation during engine combination. Any certificate
certificate holder should consider Solar Flare Activity. The certificate holder wishing to obtain Polar
predicted solar flare activity and its holder must provide a plan for authorization must submit an
effect on communications for each flight mitigating crew exposure to the effects application with all supporting data to
that is dispatched for operations into of solar flare activity at the altitudes and their local CHDO office. This
these areas. latitudes expected in such operations. application must address all the
(5) MEL Considerations. The (8) Special Equipment for Polar regulatory requirements for Polar
certificate holder must amend its MEL Operations. A minimum of two cold operations and may follow the guidance
to reflect the items that must be weather anti-exposure suits must be on as found in this AC. The application
operational for these operations. For board each airplane, so that outside should be submitted at least 60 days
ETOPS flights, all MEL restrictions for coordination at a diversion airport with prior to the proposed start of polar
the applicable ETOPS operations apply. extreme climatic conditions can be operations with the specific airplane-
Before receiving FAA authority to accomplished safely. A short term MEL engine combination. FAA approval is
conduct these operations, all certificate relief for this item may be granted granted by an amendment to the
holders should review its MEL for provided the certificate holder has certificate holder’s OpSpecs.
consideration of the dispatch arranged ground support provisions for
Appendix 1. Definitions
availability of the following systems/ providing such protective clothing at
equipment: alternate airports. The FAA may also The following definitions are applicable to
(a) Fuel quantity indicating system relieve the certificate holder from this ETOPS. They include definitions from Title
(FQIS), including the fuel tank requirement during those periods of the 14 of the Code of Federal Regulations (14
CFR) parts 1 and 121, as well as terms that

temperature indicating system; year when the seasonal temperature
are used within the context of this AC with
(b) APU (when the APU is necessary makes the equipment unnecessary. respect to ETOPS:
for an airplane to comply with ETOPS 604. Validation before Approval. 1. Adequate Airport. An airport that an
requirements), including electrical and a. Prior to receiving an authorization airplane operator may list with approval from
pneumatic supply to its designed to conduct polar operations a certificate the FAA because that airport meets the
capability, holder must conduct an FAA observed landing limitations of part 121, § 121.197 and
is either, an airport that meets the airport for passenger-carrying airplanes with achieve desired thrust or power but is not
requirements of 14 CFR part 139, subpart D, more than two engines. shut down.
excluding those that apply to aircraft rescue 9. ETOPS Significant System. An airplane 14. Maximum Diversion Time. For the
and firefighting service, or a military airport system, including the propulsion system, the purposes of ETOPS in § 121.161 and related
that is active and operational. Airports failure or malfunctioning of which could ETOPS regulations, maximum diversion time
without specific part 139 approval (i.e., adversely affect the safety of an ETOPS flight, (for example 120 minutes, 180 minutes, 240
outside FAA jurisdiction), may be considered or the continued safe flight and landing of an minutes, and, beyond 240 minutes) is the
adequate provided that they are determined airplane during an ETOPS diversion. Each longest diversion time authorized for a flight
to meet the equivalent standards and intent ETOPS significant system is either an ETOPS under the operator’s ETOPS authority. It is
of part 139 subpart D. group 1 significant system or an ETOPS calculated under standard conditions in still
2. Configuration, Maintenance, and group 2 significant system. air at a one-engine-inoperative cruise speed.
Procedures (CMP) Document. A document a. An ETOPS group 1 Significant System: 15. One-Engine-Inoperative Cruise Speed.
approved by the FAA that contains minimum (1) Has fail-safe characteristics directly For the purposes of those sections of part 121
configuration, operating, and maintenance linked to the degree of redundancy provided applicable to ETOPS, the one-engine-
requirements, hardware life-limits, and by the number of engines on the airplane; inoperative cruise speed is a speed within
Master Minimum Equipment List (MMEL) (2) Is a system, the failure or malfunction the certified operating limits of the airplane
constraints necessary for an airplane-engine
of which could result in an in-flight that is specified by the certificate holder and
combination to meet ETOPS type design
shutdown (IFSD), loss of thrust control, or approved by the FAA for calculating required
approval requirements.
other power loss; fuel reserves needed to account for an
3. Dual Maintenance. Dual maintenance
(3) Contributes significantly to the safety of inoperative engine, or determining whether
means maintenance on the ‘‘same’’ ETOPS
an ETOPS diversion by providing additional an ETOPS alternate is within the maximum
significant system. Dual maintenance is
redundancy for any system power source lost diversion time authorized for an ETOPS
maintenance action performed on the same
as a result of an inoperative engine; and flight.
element of identical, but separate ETOPS
(4) Is essential for prolonged operation of Note: The following areas (16–18) are
Significant Systems during a scheduled or
an airplane at engine inoperative altitudes. defined for the purposes of those sections of
unscheduled maintenance visit. Dual
maintenance on ‘‘substantially similar’’ b. An ETOPS group 2 significant system is part 121 applicable to ETOPS:
ETOPS significant systems means an ETOPS significant system that is not an
ETOPS group 1 significant system. 16. North Pacific (NOPAC). The North
maintenance actions performed on engine- Pacific Air Traffic Service (ATS) routes and
driven components on both engines during 10. ETOPS-Qualified Personnel. A person
performing maintenance for the certificate adjacent airspace between Anchorage and
the same maintenance visit. Tokyo Flight Information Regions (FIR).
4. Equal-Time Point (ETP). A point on the holder, who has satisfactorily completed the
certificate holder’s ETOPS training program. 17. North Pacific Area of Operations.
route of flight where the flight time, Pacific Ocean areas north of 40° North
considering wind, to each of two selected 11. Extended Operations (ETOPS). An
airplane flight operation during which a latitudes including NOPAC ATS routes, and
airports is equal. published Pacific Organized Track System
5. ER. An abbreviation used in the MMEL portion of the flight is conducted beyond 60
minutes from an adequate airport for turbine- (PACOTS) tracks between Japan and North
and in the minimum equipment list (MEL) of America. (For the purposes of this definition,
some certificate holders to indicate ETOPS. engine-powered airplanes with two engines,
and beyond 180 minutes for turbine-engine- ‘‘North America’’ includes the countries of
As used in this AC, any ETOPS MMEL/MEL Canada, the United States, and Mexico.)
restrictions applicable to ETOPS. powered passenger-carrying airplanes with
more than two engines. This distance is 18. Polar Areas.
6. ETOPS Alternate Airport. An adequate
determined using an approved one-engine- a. North Polar Area. The entire area north
airport listed in the certificate holder’s
inoperative cruise speed under standard of 78° North latitude.
operations specifications (OpSpecs) that is
atmospheric conditions in still air. b. South Polar Area. The entire area south
designated in a dispatch or flight release for
12. Flight-by-Flight Exception. The of 60° South latitude.
use in the event of a diversion during ETOPS.
application of a greater ETOPS maximum 19. Process. A series of steps or activities
This definition applies to flight planning and
does not in any way limit the authority of the diversion authority under specific, limited that are accomplished in a consistent manner
pilot in command during flight. circumstances, as defined in this AC, when to ensure a desired result is attained on an
7. ETOPS Area of Operation. For turbine- a flight cannot be planned on the preferred ongoing basis.
engine-powered airplanes with two engines route within an authorized lesser diversion 20. Proven Process. A process is
an area beyond 60 minutes from an adequate time. considered to be proven when the following
airport, or with more than two engines in 13. In-Flight Shutdown (IFSD). For ETOPS elements are developed and implemented:
passenger-carrying operations, an area only, when an engine ceases to function a. Definition and documentation of process
beyond 180 minutes from an adequate (when the airplane is airborne) and is shut elements.
airport, and within the authorized ETOPS down, whether self induced, flight crew b. Definition of process related roles and
maximum diversion time approved for the initiated or caused by an external influence. responsibilities.
operation being conducted. An ETOPS area The FAA considers IFSD for all causes, such c. Procedures for validation of process or
of operation is calculated at an approved one- as flameout, internal failure, flight crew process elements to include:
engine inoperative cruise speed under initiated shutdown, foreign object ingestion, • Indications of process stability/
standard conditions in still air. icing, inability to obtain or control desired reliability.
8. ETOPS Entry Point. The first point on thrust or power, and cycling of the start • Parameters to validate process and
the route of an ETOPS flight; determined control; however briefly, even if the engine monitor (measure) success.
using a one-engine-inoperative cruise speed operates normally for the remainder of the • Duration of necessary evaluation to
under standard conditions in still air that is flight. This definition excludes the airborne validate process.
more than 60 minutes from an adequate cessation of the functioning of an engine d. Procedure for follow-up in-service
airport for airplanes with two engines, and when immediately followed by an automatic monitoring to assure the process remains
more than 180 minutes from an adequate engine relight and when an engine does not reliable and stable.
EN17SE07.009</GPH>
EN17SE07.010</GPH>
EN17SE07.011</GPH>
EN17SE07.012</GPH>
EN17SE07.013</GPH>
EN17SE07.014</GPH>
EN17SE07.015</GPH>
EN17SE07.016</GPH>
EN17SE07.017</GPH>
BILLING CODE 4910–13–P

EN17SE07.018</GPH>
Appendix 3. ETOPS Approval Methods be reduced or increased by the Director, (1) The process elements defined as the
Flight Standards Service. Likewise, the ETOPS maintenance and operations
The two different approval methods substitution of in-service experience, which requirements of Chapter 3, paragraphs 301–
available for a certificate holder’s use are is equivalent to the actual conduct of 120- 304.
described in this appendix. minute ETOPS operations, also will be
1. IN-SERVICE EXPERIENCE METHOD (2) Documentation of the following
established by the Director, Flight Standards elements as appropriate:
(TWO-ENGINE ETOPS FOR UP TO 180– Service, on a case by-case basis.
MINUTE ETOPS). (a) Technology new to the certificate
(b) Before approval, the certificate holder’s
a. General. holder and significant difference in primary
capability to conduct operations and
(1) An in-service experience program is and secondary power (engines, electrical,
implement effective ETOPS programs in
one way of gaining ETOPS operational accordance with the criteria detailed in this hydraulic, and pneumatic) systems between
approval. As a prerequisite to obtaining any AC will be examined. Only certificate the airplanes currently operated and the two-
operational approval, the certificate holder holders who have demonstrated capability to engine airplane for which the certificate
should show that an acceptable level of successfully conduct a 120-minute program holder is seeking ETOPS operational
propulsion system reliability has been will be considered for approval beyond 120 approval.
achieved in service by the world fleet for that minutes. Approval will be given on a case- (b) The plan to train flight and
particular airplane-engine combination. The by-case basis for an increase to their area of maintenance personnel to the differences
candidate certificate holder also should operation beyond 120 minutes. The dispatch identified in the maintenance subparagraph
obtain sufficient maintenance and operation limitation will be a maximum diversion time above.
familiarity with the particular airplane- of 180 minutes to an ETOPS alternate at an (c) The plan to use proven manufacturer-
engine combination. Each certificate holder approved one-engine-inoperative speed validated training and maintenance and
requesting approval to conduct ETOPS by the (under standard conditions in still air). operations manual procedures relevant to
in-service method should have operational c. Requesting Approval. A certificate
experience appropriate to the operation ETOPS for the two-engine airplane for which
holder requesting approval under Title 14 of
proposed. the certificate holder is seeking accelerated
the Code of Federal Regulations (14 CFR) part
(2) This appendix contains guidelines for 121, § 121.161 for ETOPS under this method ETOPS operational approval.
requisite in-service experience. These should submit the request with the required (d) Changes to any previously proven
guidelines may be reduced or increased supporting data to its CHDO at least 60 days validated training, maintenance or operations
following review and concurrence on a case before the proposed start of ETOPS operation manual procedures used in previous non-
by case basis by the Director, Flight with the specific airplane-engine ETOPS operations or in previous ETOPS
Standards Service. Any reduction or increase combination. In considering an application with a different airplane-engine combination
in in-service experience guidelines will be from a certificate holder to conduct ETOPS, and/or geographic area of operations.
based on an evaluation of the certificate the CHDO should assess the certificate Depending on the nature and extent of any
holder’s ability and competence to achieve holder’s overall safety record, past changes, the certificate holder may be
the necessary reliability for the particular performance, flight crewmember training, required to provide a plan for validating such
airplane-engine combination in ETOPS. For and maintenance programs. The data changes.
example, a reduction in in-service experience provided with the request should (e) The validation plan for any additional
may be considered for a certificate holder substantiate the certificate holder’s ability certificate holder unique training and
who can show extensive in-service and competence to safely conduct and procedures relevant to ETOPS.
experience with a related engine on another support these operations and should include (f) Details of any ETOPS program support
airplane that has achieved acceptable the means used to satisfy the considerations
from the airframe manufacturer, engine
reliability. In contrast, an increase in in- outlined in this paragraph.
manufacturer, other certificate holders or any
service experience may be considered for 2. ACCELERATED ETOPS METHOD (UP
those cases where heavy maintenance has yet TO 180-MINUTE ETOPS FOR TWO-ENGINE other outside person.
to occur and/or abnormally low number of AIRPLANES AND FOR ALL ETOPS FOR (g) The control procedures when
takeoffs has occurred. PASSENGER-CARRYING AIRPLANES WITH maintenance or flight dispatch support is
b. Specific Approvals. MORE THAN TWO ENGINES). This section provided by an outside person as described
(1) 75- and 90-Minute Operation. describes the means by which a certificate above.
Consideration may be given to the approval holder may initiate ETOPS operations when b. Process Validation Methodology.
of 75-minute and 90-minute ETOPS for the certificate holder establishes the (1) Paragraph (a) identifies those process
certificate holders with minimal or no in- processes necessary for successful and elements that should be proven before
service experience with the airplane-engine reliable ETOPS operations and proves to the ETOPS authority is granted by the FAA
combination. This determination considers FAA that such processes can be successfully under the accelerated ETOPS approval
such factors as the proposed area of applied throughout the applicant’s ETOPS program. For a process to be considered
operations, the certificate holder’s operations. This may be achieved by proven the process should first be defined.
demonstrated ability to successfully thorough documentation and analysis of Typically, this will include a flow chart
introduce airplanes into operations, and the processes and process validation, or showing the various elements of the process.
quality of the proposed maintenance and demonstration on another airplane/validation Roles and responsibilities of the personnel
operations programs. (as described under process validation in this who will be managing this process should be
(2) 120-Minute Operation. Each certificate appendix, below) or a combination of these defined including any training requirement.
holder requesting approval to conduct processes. The certificate holder should demonstrate
ETOPS with a maximum diversion time (in a. ETOPS Processes. The airplane-engine that the process is in place and functions as
still air) of 120 minutes should have 12 combination for which the certificate holder intended. The certificate holder may
consecutive months of operational in-service is seeking accelerated ETOPS operational
accomplish this by thorough documentation
experience with the specified airplane-engine approval must be ETOPS type design-
and analysis, or by demonstrating on an
combination. In-service experience approved (except for two-engine ETOPS at
guidelines may be increased or decreased by airplane, that the process works and
75- and 90-minute authorizations and for
the Director, Flight Standards Service. passenger-carrying airplanes with more than consistently provides the intended results.
(3) 180-Minute Operation. two engines manufactured prior to March 17, The certificate holder should define the
(a) Each certificate holder requesting 2015) and determined to be operating at a necessary evaluation duration to validate the
approval to conduct ETOPS with a maximum satisfactory level of reliability before process and also show that a feedback loop
diversion time (in still air) of 180 minutes commencing ETOPS. The certificate holder exists to illustrate need for revision of the
should have previously gained 12 seeking accelerated ETOPS operational process, if required, based on in-service
consecutive months of operational in service approval must demonstrate to the FAA that experience.
experience with the specified airplane-engine it has an ETOPS program in place that (2) Normally the choice to use or not to use
combination in conducting 120-minute consists of all the following applicable demonstration on an airplane as a means of
ETOPS. In-service experience guidelines may ETOPS process elements: validating individual processes should be
determined by the certificate holder. Process personnel involved in ETOPS maintenance (e) Provide periodic process validation
validation may be done with the airframe- and operational support. reports to the FAA. This should be addressed
engine combination that will be used in (3) Provide a documented plan for during the review gates.
ETOPS. It can also be done with a different compliance with requirements listed in this (3) The certificate holder should include a
airplane type from that for which ETOPS section for Accelerated ETOPS. final review gate prior to final ETOPS
approval is being sought, including an (4) Define Review Gates. A review gate is approval that is the validation flights
airplane with more than two engines, if it can a milestone-tracking plan to allow for the described in Chapter 4, paragraphs 404 and
be shown that the particular airplane-engine orderly tracking and documentation of 405 of this AC. This review gate should
combination in the certificate holder’s specific provisions of this Appendix. Each ensure that all ETOPS processes have been
ETOPS program is not necessary to validate review gate should be defined in terms of the proven.
a process. With sufficient preparation and process elements to be validated. Normally, (4) Any validation program should address
dedication of resources, such validation may the review gate process will start six months the following:
not be necessary to assure processes that before the proposed start of ETOPS and (a) The certificate holder should show that
produce acceptable results. However, if the should continue until at least six months it has considered the impact of the ETOPS
plan proposed by the certificate holder to after the start of ETOPS. The review gate validation program with regard to safety of
prove processes is determined by the FAA to process will help ensure that the proven
flight operations. The certificate holder
be inadequate or the plan does not produce processes comply with the provisions of this
should state in its application any policy
acceptable results, validation of the processes AC and are capable of continued ETOPS
guidance to personnel involved in the ETOPS
with an airplane will be required. operations.
process validation program. Such guidance
(3) If a certificate holder currently is d. Validation of Process Elements. When
should clearly state that ETOPS process
conducting ETOPS with a different airplane- the certificate holders accelerated ETOPS
engine combination, it may be able to plan receives approval by the CHDO and validation exercises should not be allowed to
document that it has proven ETOPS final concurrence by AFS–200, a validation adversely impact the safety of operations
processes in place with only minimal further of the process elements of the accelerated especially during periods of abnormal,
validation required. If the certificate holder ETOPS plan should begin. Close emergency, or high cockpit workload
has similar non-ETOPS operations and can coordination between the certificate holder operations. It should emphasize that during
simulate or demonstrate proven ETOPS and the FAA is necessary for a successful periods of abnormal or emergency operation
processes in such operations, credit can be validation of the ETOPS plan. All process or high cockpit workload ETOPS process
given for such successful evaluations. In elements required in paragraph (a) should be validation exercises may be terminated.
either case, the certificate holder should validated. (b) The validation scenario(s) should be of
demonstrate that the means are in place to (1) Before the start of the validation of the sufficient frequency and operational
assure equivalent results with the airplane- process elements, the following information exposure to validate maintenance and
engine combination being proposed for should be part of the Accelerated ETOPS operational support systems not validated by
ETOPS operational approval. The following plan submitted to the FAA: other means.
elements may aid in justifying a reduction in (a) Validation periods, including start dates (c) A means must be established to monitor
the validation requirement of ETOPS and proposed completion dates. and report performance with respect to
processes: (b) Definition of airplane(s) to be used in accomplishment of tasks associated with
(a) Experience with other airframes and/or the validation. List should include ETOPS process elements. Any recommended
engines, registration numbers, manufacturer and serial changes to ETOPS maintenance and
(b) Previous ETOPS experience, number and model of the airframes and operational process elements should be
(c) Experience with long range, overwater engines. defined.
operations with two-, three-, or four-engine (c) Description of the areas of operation (if e. Final Approval for Accelerated ETOPS
airplanes, and relevant to validation objectives) proposed Authority. At the successful completion of
(d) Experience gained by flight for validation and actual ETOPS. the certificate holder’s accelerated ETOPS
crewmembers and maintenance and flight (d) Definition of designated ETOPS validation program all process elements
dispatch personnel while working with other validation routes. The routes should be of should have been validated and appropriate
ETOPS-approved certificate holders. duration necessary to ensure process review gates closed. Report of a successful
c. Application for Accelerated ETOPS validation occurs. completion of review gates will be forwarded
Program. The certificate holder seeking (2) Process validation reporting. The by the CHDO to AFS–200. Upon final
accelerated ETOPS operational approval certificate holder should compile results of concurrence and approval, the applicant
should submit an Accelerated ETOPS ETOPS process validation. The certificate should forward to the FAA a plan for final
operational approval plan to the FAA six holder should: validation flights to be conducted over
months before the proposed start of ETOPS. (a) Document how each element of the proposed routes in the ETOPS area of
This will provide sufficient time for the ETOPS process was utilized during the operation and in the airframe-engine
certificate holder and the FAA to validate the validation. combination listed in the certificate holder’s
effectiveness of all ETOPS process elements (b) Document any shortcomings with the application. This FAA witnessed ETOPS
(‘‘proven process’’). The certificate holder’s process elements and measures in place to validation flight or flights will be conducted
application for ETOPS should— correct such shortcomings. in accordance with Chapter 4, paragraphs
(1) State the ETOPS authority requested. (c) Document any changes to ETOPS 404 and 405 of this AC. The purpose of these
Define proposed routes and the ETOPS processes that were required after an IFSD, flights is for the certificate holder to
diversion time necessary to support these unscheduled engine removals, or any other demonstrate to the FAA that it has the
routes and the airplane-engine combination significant operational events. competence and capability to safely conduct
to be flown. (d) When there is concurrence between the and adequately support the intended ETOPS
(2) Define processes and related resources certificate holder and the CHDO that a operation.
being allocated to initiate and sustain ETOPS process element has been successfully
operations in a manner that demonstrates proven, the review gate should be closed and [FR Doc. 07–4473 Filed 9–14–07; 8:45 am]
commitment by management and all confirmation documented. BILLING CODE 4910–13–P

Notice: Advisory Circulars Availability, Etc.: Extended Operations and Polar Operations

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Notice: Advisory Circulars Availability, Etc.: Extended Operations and Polar Operations

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Monday,

September 17, 2007

Proposed Advisory Circular No. 120–42B,

302. ETOPS Maintenance Training

IN FLIGHT SHUT DOWN RATES

2 ............................ .05/1000 ...................................... Up to and including 120 minutes.

manufacturers may continue to release airplane-engine combination program, or a comparable program

exceeded. recovery plan discussed in paragraph (5) diversion to an approved en route

CFR) parts 1 and 121, as well as terms that

BILLING CODE 4910–13–P

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