[Federal Register Volume 72, Number 179 (Monday, September 17, 2007)]
[Notices]
[Pages 53078-53093]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 07-4472]



Federal Register / Vol. 72, No. 179 / Monday, September 17, 2007 / 
Notices

[[Page 53078]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket Number FAA-2002-6717]


Proposed Advisory Circular No. 135-42, Extended Operations 
(ETOPS) and Operations in the North Polar Area

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of availability of a proposed advisory circular and 
request for comments.

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SUMMARY: This notice announces the availability of and requests 
comments on a proposed Advisory Circular (AC): AC No. 135-42, Extended 
Operations (ETOPS) and Operations in the North Polar Area. Also in this 
Federal Register, the FAA publishes draft AC No. 120-42B, Extended 
Operations (ETOPS) and Polar Operations, for public comment.

DATES: Comments must be received on or before October 17, 2007.

ADDRESSEES: Send all comments on the proposed AC to Docket Number FAA-
2002-6717, using any of the following methods:
    <bullet> DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
    <bullet> Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically.
    <bullet> Mail: Send comments to the Docket Management Facility; 
U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West 
Building Ground Floor, Room W12-140, Washington, DC 20590.
    <bullet> Fax: Fax comments to the Docket Management Facility at 
202-493-2251.
    <bullet> Hand Delivery: Bring comments to the Docket Management 
Facility in Room W12-140 of the West Building Ground Floor at 1200 New 
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Jim Ryan, Air Transportation Division 
(AFS-220), Federal Aviation Administration, 800 Independence Avenue, 
SW., Washington, DC 20591; telephone: (202) 267-7493, e-mail Jim 
.<a href="/cdn-cgi/l/email-protection#f4a68d959ab4929595da939b82"><span class="__cf_email__" data-cfemail="efbd968e81af898e8ec1888099">[email protected]</span></a>.

SUPPLEMENTARY INFORMATION

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44703.

Comments Invited

    Interested parties are invited to submit comments on the proposed 
AC. Commenters must identify AC No. 135-42 and submit comments to the 
address specified under ADDRESSES. All communications received on or 
before the closing date for comments will be considered by the FAA 
before issuing the final AC.
    An electronic copy of the proposed AC, which is published in full 
here, may be obtained by accessing the FAA's Web page at--http://www.faa.gov/regulations_policies/rulemaking/recently_published/.
    The Extended Operations (ETOPS) final rule was published in the 
Federal Register on January 16, 2007. This final rule applies to air 
carrier (part 121), commuter, and on-demand (part 135) turbine powered 
multi-engine airplanes used in extended-range operations. All-cargo 
operations in airplanes with more than two engines were exempted from 
most of the rule. It established regulations governing the design, 
operation and maintenance of certain airplanes operated on flights that 
fly long distances from an adequate airport. This advisory circular 
provides further guidance for these extended operations to those 
conducting operations under 14 CFR part 135. It also further clarifies 
the rule's requirements for Polar operations.

    Issued in Washington, DC on August 27, 2007.
James J. Ballough,
Director, Flight Standards Service.

Draft Advisory Circular No. 135-42, Extended Operations (ETOPS) and 
Operations in the North Polar Area

Contents

Paragraph

Chapter 1. General
    101. Purpose
    102. Applicability
    103. Canceled ACs and Policy Letters
    104. Regulations Related to this AC
Chapter 2. ETOPS Background
    201. ETOPS Regulatory Requirements
    202. Extended Operations
    203. ETOPS Applicability to Part 135 Long Range Operations
    204. ETOPS Areas of Operation
    205. ETOPS Risk Management and the Level of Safety
    206. ETOPS Reliability and Systems Suitability Requirements
    207. Preclude and Protect
    208. ETOPS Alternate Airport Requirements
    209. ETOPS In-Service Experience
Chapter 3. Requirements for ETOPS Authorization
    301. Airplane Requirements for ETOPS Authorization
    302. Certificate Holder Requirements for ETOPS Authorization
    303. Flight Crewmember Training Requirements for ETOPS
    304. Maintenance Requirements for Two-Engine ETOPS Authorization
Chapter 4. ETOPS Flight Planning
    401. Time-Limited Systems Requirements
    402. Flight Planning/Management Requirements
    403. ETOPS Fuel Planning Requirements
    404. ETOPS Alternate Weather Minimal Requirements
    405. Landing Distance Requirements
Chapter 5. Applications to Conduct ETOPS
    501. Application Requirements for ETOPS Approval
    502. Operating Experience Requirements
    503. Validation Flight Requirements
Chapter 6. FAA Approval
    601. ETOPS Approval Procedures
    602. ETOPS Operations Specifications
    603. Processes after Receiving ETOPS Authority
    604. Changes to Approved ETOPS Operations, Maintenance, and 
Training Procedures
Appendix 1. Definitions
Appendix 2. ETOPS Application Checklists
Appendix 3. Polar Operations Under 14 CFR Part 135

Chapter 1. General

    101. Purpose.
    a. This advisory circular (AC) provides certificate holders 
guidance for obtaining operational approval to conduct extended 
operations (ETOPS) under Title 14 of the Code of Federal Regulations 
(14 CFR) part 135, Sec.  135.364. Operations under part 135 with multi-
engine turbine-engine powered airplanes may be authorized over a route 
that contains a point farther than 180 minutes flying time, but no more 
than 240 minutes flying time, from an airport meeting the requirements 
of Sec.  135.385 or Sec.  135.393 and Sec.  135.219 at an approved one-
engine inoperative cruise speed (see Appendix 1 for definition of one-
engine inoperative cruise speed) under standard conditions in still 
air. This AC also provides guidance for obtaining authorization under 
Sec.  135.98 to conduct operations in the North Polar Area.
    b. This AC provides an acceptable means of complying with the 
regulations; however it is not the only means of compliance. When this 
AC uses mandatory language (e.g., ``must'' or ``may not'') it is 
quoting or paraphrasing a regulatory requirement or prohibition. When 
this AC uses permissive language (e.g., ``should'' or ``may''), it 
describes an acceptable means, but not the only means, of obtaining 
operational approval to conduct ETOPS under Title 14 of the Code of 
Federal Regulations (14 CFR) part 135, Sec.  135.364.
    c. This AC also provides information and guidance that could be 
useful for certificate holders conducting flights less than 180 minutes 
from an airport during other long range operations.
    102. Applicability. This AC provides guidance to certificate 
holders applying

[[Page 53079]]

for approval to conduct ETOPS under part 135. This AC also provides 
guidance to certificate holders and other operators currently 
conducting such operations in resolving operational issues that may 
arise.
    103. Canceled ACs and Policy Letters. None, this is a new AC having 
applicability to part 135 operations.

104. Related Regulations.

    a. Appendix G to part 135, Extended Operations.
    b. Appendix P to part 121, Requirements for ETOPS and Polar 
Operations.
    c. Appendix K to part 25, Extended Operations.
    d. AC 25-XX, Type Design Approval for ETOPS.
    e. AC 33-100, Turbine Engines Eligibility for Early ETOPS.
    f. AC 120-ETOPS, Extended Operations.
    g. Sections 135.98, 135.345, 135.364, 135.385, 135.387, 135.393, 
135.395, 135.219, 135.321, and 135.411.

Chapter 2. ETOPS Background

    201. ETOPS Regulatory Requirements.
    a. All airplanes operated under part 135 are required to comply 
with Sec.  135.364. This regulation imposes special requirements for 
multi-engine turbine-powered airplanes to operate over a route that 
contains a point farther than 180 minutes flying time at an approved 
one-engine inoperative cruise speed in still air from an adequate 
airport outside the continental United States. Special requirements are 
imposed for any airplane that operates a route, a portion of which 
enters these areas of operation. It is significant to note that this 
rule applies equally to airplanes operating over oceanic areas or over 
land.
    b. To conduct ETOPS, the specified airplane-engine combination must 
be certificated to the airworthiness standards of transport-category 
airplanes and be approved for ETOPS. However, Appendix G to part 135 
allows those airplanes manufactured prior to February 16, 2015, to be 
grandfathered from the ETOPS type certification requirements. In 
addition, the certificate holder must be approved for ETOPS under part 
135. As with all other operations, a certificate holder requesting any 
route approval must show that it is able to satisfactorily conduct 
operations between each required airport, as defined for that route or 
route segment and any required en route alternate airport.
    202. Extended Operations (ETOPS). Since 1985, the acronym, ETOPS, 
has been defined as ``extended twin operations'' and has been limited 
to part 121 airplanes with only two engines. Current regulations have 
extended these applications to airplanes operating in both parts 121 
and 135, and the acronym has now been redefined to mean ``extended 
operations.'' This is to acknowledge the similarity of certain long-
range operations of all airplanes operating today and the common issues 
that impact such operations. Even though for continuity with current 
two-engine operations the existing acronym ETOPS is retained, the ETOPS 
acronym has been re-defined. The concept has been expanded to include 
all passenger carrying airplane operations in part 135 planned where a 
proposed flight plan includes any point that is greater than 180 
minutes from an adequate airport (at an approved one-engine inoperative 
cruise speed under standard conditions in still air).
    203. ETOPS Applicability to Part 135 Long Range Operations.
    a. The Federal Aviation Administration (FAA) and industry analysis 
of the accidents and incidents involving longer range operations 
conducted in accordance with part 135 indicate that they have been 
conducted for many years with a high degree of safety without 
regulatory limitations on range. Before February 15, 2007, no 
additional regulations had been promulgated. However, since 1998 it has 
been FAA's policy to limit flights conducted under part 135 to 180 
minutes from an airport. In recent years, several manufacturers have 
produced new turbine engine-powered airplanes with range capabilities 
that could take them well beyond 180 minutes from an airport. As a 
result these airplane operations are now compatible with those long 
range operations typically associated with large three- and four-engine 
part 121 airplanes. Because of their smaller maximum payload and 
seating capacity, despite their range capabilities, these airplanes are 
authorized to operate in accordance with part 135.
    b. Those geographic areas not within 180-minutes of an airport tend 
to be remote areas of the world that are uniquely challenging for all 
certificate holders and airplanes, regardless of the number of engines. 
Some of these issues are extremes in terrain and meteorology and 
limited navigation and communications infrastructure. The margin of 
safety is increased when adequate consideration is made for a possible 
diversion and subsequent recovery in such areas. These considerations 
include additional crewmember and maintenance technician training, 
assurance that certain airplane equipment and systems are installed and 
functioning before takeoff, more thorough flight planning, and 
additional fuel reserves. The development and application of ETOPS 
requirements is intended to address all these issues.
    c. ETOPS requirements are intended to address all these issues, 
while also bringing FAA regulations into compliance with International 
Civil Aviation Organization (ICAO) Standards and Recommended Practices.

    Note: The ICAO Standards and Recommended Practices, Annex 6, 
Operations of Aircraft, Part I--International Commercial Air 
Transport--Airplanes, states that unless the operation has been 
specifically approved by the state of the certificate holder, no 
twin-engine aeroplane shall be operated on a route where the flight 
time at single engine cruise speed to an adequate airport exceeds a 
threshold time established for such operations. The United States is 
a signatory to ICAO.

    204. ETOPS Areas of Operation.
    a. An ETOPS area of operation is an area within the authorized 
ETOPS maximum diversion time approved for the operations being 
conducted. For multi-engine turbine-powered airplanes operating under 
part 135 it is described as an area beyond 180 minutes from an adequate 
airport, planned to be no more than 240 minutes from an adequate 
airport, in still air at normal cruise speed with one-engine 
inoperative. Because of the impact such distances might have on the 
diversion time of an airplane, regulatory guidance has been established 
for the planning, operational, and equipage requirements for such 
operations. A certificate holder must apply to the Administrator for 
approval to operate in an ETOPS area using the methodologies in this AC 
and will be granted ETOPS authority for a specific ETOPS area of 
operations in their operations specifications.
    b. The certificate holder will typically request a specific ETOPS 
area of operation based on an analysis of proposed routings and the 
availability of airports sufficient to support the operational 
requirements of the ETOPS regulations. The area bounded by distance 
circles from adequate airports representing the approved one-engine 
inoperative cruise speed under standard conditions in still air chosen 
by the applicant is normally used during the route planning stage to 
determine an ETOPS area of operation. Once a certificate holder 
determines from their route planning that the ETOPS requirements apply, 
all subsequent flight planning in the ETOPS area of operation must 
account for the affects of wind and temperature on the calculated

[[Page 53080]]

distances from each ETOPS alternate airport. The time-limited 
capabilities of certain airplane systems must be able to support these 
varying distances to maintain dispatch reliability. It is therefore 
incumbent on a certificate holder who applies for ETOPS approvals to 
have time limited system capabilities that can satisfy the regulations 
under expected meteorological conditions over planned routes or have 
airports of sufficient availability to support the maximum ETOPS type 
design capability of the airplane-engine combination in their 
application.
    205. ETOPS Risk Management and the Level of Safety.
    a. Current service experience for the newest generation of engines 
developed for airplanes typically operated over long distances in 
accordance with part 135 indicate that engine reliability may not be 
the most significant issue relative to the safety of ETOPS or any long 
range flight. As propulsion systems have achieved ever-increasing 
levels of reliability, other systems and operational issues have 
increased in their relevance to the overall level of safety of the 
flight.
    b. The number of airplanes and operations conducting ETOPS under 
part 135 is forecast to remain relatively small for the foreseeable 
future. This greatly reduces the usefulness and reliability of safety 
trend analysis based on fleet averages of specific airframe/engine 
combinations. Accordingly, the means of ensuring an adequate level of 
safety for ETOPS is to require that certificate holders and 
manufacturers of airplanes conducting ETOPS evaluate each reported 
malfunction, incident, or accident pertaining to an airframe, 
powerplant system, or other critical component on an airplane that is 
relevant to the conduct of ETOPS. Subsequent to this evaluation, 
corrective action may be required on the part of the certificate holder 
or manufacturer before ETOPS operations continue.
    206. ETOPS Reliability and Systems Suitability Requirements.
    a. The safety of long-range operations (ETOPS) depends on the 
reliability of all critical airplane systems, including the propulsion 
systems. Therefore, a comprehensive program to monitor the reliability 
of flight-critical systems is essential. The type design requirements 
of ETOPS certification consider the probability of any condition that 
reduces the capability of the airplane or the ability of the flight 
crewmember to cope with an adverse operating condition. System failures 
or malfunctions occurring during ETOPS could affect flight crewmember 
workload and procedures. Although the demands on the flight crewmember 
may increase, a manufacturer applying for ETOPS type design approval 
must consider crew workload, operational implications, and the crew's 
and passengers' physiological needs during continued operation with 
failure effects for the longest diversion time for which it seeks 
approval. The manufacturer must also conduct flight tests to validate 
the adequacy of the airplane's flying qualities and performance, and 
the flightcrew's ability to safely conduct an ETOPS diversion with 
expected system failures and malfunctions. An ETOPS operator should 
carefully consider the possible adverse effects that changes in 
airplane equipment or operating procedures may have on the original 
evaluations conducted when the airplane was approved for ETOPS before 
implementing such changes.
    b. Following a determination that the airframe systems and 
propulsion systems are ETOPS type design approved as per FAR part 25, 
an in-depth review of the applicant's required ETOPS programs will be 
accomplished to show the ability to achieve and maintain an acceptable 
level of systems reliability and to safely conduct these operations.
    207. Preclude and Protect.
    a. ETOPS is intended to preclude a diversion and, if it were to 
occur, have programs in place that protect that diversion. Under this 
concept, propulsion systems and other airplane systems are designed and 
tested to ensure an acceptable level of reliability. Maintenance 
practices monitor the condition of engines so as to identify problems 
before they cause diversions, and take aggressive steps to identify and 
resolve airplane systems and engine problems once they are identified. 
All are intended to minimize the potential for procedural and human 
errors, thereby precluding a diversion.
    b. However, despite the best design/testing and maintenance 
practices for airplanes, situations may occur that require an airplane 
to divert. Regardless of whether the diversion is for technical 
(airplane or engine systems) or non-technical reasons (crewmember or 
passenger illness), there must be a flight operations plan to protect 
that diversion, ensuring that it is successful. Such a plan may include 
ensuring that pilots are knowledgeable about the availability of en 
route alternate airport alternates, weather conditions at those 
alternates, adequate ability to communicate with appropriate flight 
following services and air traffic control, sufficient fuel to divert 
to the alternate, etc.
    c. Under the preclude and protect concept, various failure 
scenarios are considered. For example, during the design of the 
airplane, time limited systems such as oxygen capability must be 
considered. Fuel planning must account for an engine failure, the 
possibility of a decompression, and subsequent descent to a lower 
altitude. It must also include considerations for encountering en route 
icing at the lower altitude. The best options under any of these 
scenarios should be provided to the pilot before and during the flight.
    d. Airplanes divert from time to time for various reasons, most of 
which are not related to failure of a powerplant. Airplanes with more 
than two engines also operate in areas where there are a limited number 
of en route airports, the support infrastructure is marginal, or there 
are challenging weather conditions. All ETOPS flights, therefore, 
regardless of the number of engines on the airplane, must adopt the 
same preclude and protect concept. If operations with airplanes with 
more than two engines are contemplated in areas where en route airports 
are farther than 180 minutes flight time, these operations also are 
required to meet the standards defined under ETOPS. This ensures that 
sufficient efforts are made to preclude a diversion and, if a diversion 
does occur, procedures are in place to protect that diversion.
    208. ETOPS Alternate Airport Requirements.
    a. One of the distinguishing features of ETOPS operations is the 
concept of an en route alternate airport being available where an 
airplane can divert after a single failure or combination of failures. 
Whereas most airplanes operate in an environment where there is a 
choice of diversion airports available within close proximity to the 
route of flight, an airplane conducting ETOPS may have only one 
alternate within a range dictated by the endurance of a particular 
airframe system. Therefore, it is important that any airport designated 
as an ETOPS alternate airport has the capabilities and facilities to 
safely support the airplane and its passengers and crewmember for the 
diversion. The weather conditions at the time of arrival should provide 
assurance that adequate visual references are available upon arrival at 
decision height or minimum descent altitude (MDA), and the surface wind 
conditions and corresponding runway surface conditions must be within 
acceptable limits to permit the approach and landing to be safely 
completed with an engine and/or systems inoperative.

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    b. When the airplane departs on a route planned for ETOPS, an en 
route alternate must meet alternate weather requirements specified in 
the certificate holder's operations specifications. Because of the 
natural variability of weather conditions with time, as well as the 
need to determine the suitability of a particular en route alternate 
before departure, such requirements are higher than the weather 
minimums required to initiate an instrument approach. This is necessary 
to provide for some deterioration in weather conditions after planning, 
prior to the time that the instrument approach will be conducted. This 
increases the probability, considering weather conditions, that the 
flight will land safely after a diversion to an alternate airport.
    c. While en route, the forecast weather for designated ETOPS 
alternate airports must remain at or above operating minima. This 
allows the pilot in command of an ETOPS flight to successfully resolve 
diversion decisions. While in-flight, the suitability of an ETOPS 
alternate airport is based solely on a determination that the weather 
and field conditions at that airport at the predicted time of arrival 
will permit an instrument approach to be initiated and a safe landing 
completed.
    209. ETOPS In-Service Experience.
    a. Safety is enhanced when, before conducting ETOPS, a certificate 
holder gains operational experience in the type of airplane capable of 
ETOPS, and with the operational environment typically encountered on 
longer range flights in areas where airports available for an en route 
diversion are limited. Typically, this involves prior operational 
experience on overwater flights to international areas of operation in 
accordance with part 135. However, it is recognized that once a 
certificate holder is authorized to conduct ETOPS with one type of 
airplane, the procedures and systems are in place to support additional 
airplane types. Therefore, when a certificate holder currently 
authorized to conduct ETOPS adds additional ETOPS capable airplane 
types, the 12 months experience requirements under Appendix G to part 
135, Sec.  G135.2.2. Required certificate holder experience prior to 
conducting ETOPS, will not apply.
    b. A firm commitment by the certificate holder to establish 
adequate ETOPS procedures before the start of actual operations, and 
continued commitment throughout the life of the program to continually 
review these procedures, is a significant factor in safe and reliable 
ETOPS.

Chapter 3. Requirements for ETOPS Authorization

    Section 135.364 permits operation of passenger-carrying airplanes 
over a route that contains a point farther than 180 minutes flying time 
from an airport in still air at normal cruising speed with one-engine 
inoperative when approved by the Administrator. Certificate holders 
seeking approval for ETOPS must incorporate ETOPS requirements into 
their approved operations, and if required, maintenance programs. ETOPS 
must be authorized in the certificate holder's operations 
specifications and conducted in compliance with those sections of part 
135 applicable to ETOPS, including Appendix G.
    Two independent transmitters and two independent receivers, 
appropriate to the planned route, are required for ETOPS flights. At 
least one of each must be capable of voice communication. If operating 
in areas where voice communication is not possible or of poor quality, 
alternate systems such as data link may be used.
    301. Airplane Requirements for ETOPS Authorization.
    a. Airplanes Manufactured after February 15, 2015. No person may 
operate a passenger-carrying multi-engine airplane that was 
manufactured after February 15, 2015 in accordance with ETOPS unless 
the airplane is certificated for ETOPS under 14 CFR part 25, Sec.  
25.1535.
    b. Airplanes Manufactured on or Before February 15, 2015. 
Passenger-carrying, multi-engine turbine-powered airplanes manufactured 
on or before February 15, 2015 do not need to be type designed for 
ETOPS in accordance with Sec.  25.1535. However, the airplane should be 
acceptable to the Administrator.
    302. Certificate Holder Requirements for ETOPS Authorization.
    a. Operational Experience.
    (1) As international operating experience typically involves long-
range flights, before applying for authorization to conduct ETOPS a 
certificate holder must have at least 12 months experience operating a 
transport-category multi-engine turbine-powered airplane in 
international operations (excluding Canada and Mexico). Operations to 
or from the State of Hawaii may be considered as experience in 
international operations.
    (2) Certificate holders granted authority to operate under part 135 
or part 121 before February 15, 2007, may credit up to 6 months of 
domestic operating experience (including Canada and Mexico) in a 
transport category turbojet airplane as part of the required 12 months 
of international experience.
    (3) Operating experience gained by a certificate holder in 
operating any type of equipment in ETOPS may be credited towards the 
operating experience requirements.
    b. Oversight Activities.
    (1) Certificate holders should ensure that:
    (a) All appropriate management personnel are aware of the unique 
and demanding nature of ETOPS.
    (b) Airplanes involved in ETOPS receive the highest feasible level 
of flight-following services.
    (2) Certificate holders should:
    (a) Ensure that airplanes flown in accordance with ETOPS are 
maintained and equipped according to recommended ETOPS standards and 
practices.
    (b) Ensure that flightcrew and maintenance personnel involved in 
ETOPS are properly trained and qualified in all aspects of ETOPS per 
the certificate holders approved programs.
    (c) Develop a Minimum Equipment List (MEL) that reflects the unique 
aspects of ETOPS for each type of airplane operating in accordance with 
ETOPS.
    (d) In addition to the information required in Sec.  135.83, 
certificate holders must ensure flight crewmembers, for preflight and 
during flight, have access to the most current information available 
about possible ETOPS alternates, destination and destination alternate 
airports to include:
    1. Airports.
    <bullet> Facilities (for example snow removal, fuel availability, 
aircraft rescue and fire fighting capability)
    <bullet> Navigation and communications aids
    <bullet> Construction affecting takeoff, landing, or ground 
operations
    <bullet> Air traffic facilities
    2. Runways, clearways, and stopways.
    <bullet> Dimensions
    <bullet> Surface
    <bullet> Marking and lighting systems
    <bullet> Elevation gradient
    3. Displaced thresholds.
    <bullet> Location.
    <bullet> Dimensions.
    <bullet> Take off, landing or both.
    303. Flight Crewmember Training Requirements for ETOPS. The 
certificate holder's flight crewmember training program must provide 
ETOPS training for flight crewmember in accordance with its approved 
program for ETOPS. The training should include, but is not limited to, 
the following areas:
    a. ETOPS regulations and advisory materials.

[[Page 53082]]

    b. Review of representative routes and airports within a ETOPS area 
of operation.
    c. Procedures for determining the ETOPS entry point and maximum 
diversion distance allowed under ETOPS.
    d. Procedures for determining, before entry into an ETOPS area of 
operation, that critical systems and components are operating within 
normal parameters. Critical Systems and components that may affect the 
decision to enter into the ETOPS area of operation include, but are not 
limited to the following:
    (1) Engines and powerplants.
    (2) Pressurization.
    (a) Dual sources of pressurization.
    (b) Automatic pressurization mode.
    (3) A sufficient supply of oxygen for the planned flight, and the 
impact oxygen endurance may have on fuel requirements.
    (4) Auto flight system, including:
    (a) Altitude hold.
    (b) Heading hold.
    (5) Electrical systems.
    e. Airplane performance, including engine-out performance data, 
driftdown, engine-out service ceiling data, and engine-out instrument 
approach procedures.
    f. Flight preparation, planning, and preflight, including:
    (1) ETOPS alternate airport requirements.
    (2) Conduct a crewmember briefing for each ETOPS leg.
    (3) Inflight procedures for updating weather forecasts and other 
reports of airport conditions.
    (4) Fuel/oil requirements at departure, including calculation of 
reserves required for:
    (a) Identification of the most critical fuel-use scenario and most 
critical point for a diversion during a flight, considering possible 
one-engine failure and/or airplane depressurization with all engines 
operating or one engine out.
    (b) The uncertainty of long-term terminal and en route weather 
forecasts.
    (c) The uncertainty of en route wind forecasts in remote areas.
    (d) Possible navigational inaccuracy.
    g. Flight progress monitoring, including fuel management procedures 
in the event a diversion is necessary for any reason.
    h. Criteria for selecting appropriate ETOPS alternate airports, 
both during flight planning and in flight, including the impact of en 
route changes in weather forecasts and other operational conditions 
that may impact use of these airports.
    i. Procedures and guidelines for making timely and appropriate 
diversion decisions and implementing appropriate diversion procedures, 
including:
    (1) Use of alternate navigation and communication systems, 
including flight management devices.
    (2) Abnormal and emergency procedures to be followed in the event 
of equipment or systems failures during ETOPS, including:
    (a) Considerations for single, multiple, and compounding (that is, 
one failure leads directly or indirectly to the failure of another 
piece of equipment) failures in flight that would precipitate a go/no-
go and diversion decision. For example, if standby sources of 
electrical power significantly degrade cockpit instrumentation to the 
pilots, training should include considerations for flying an instrument 
approach with instruments powered only by an alternate source of 
electrical power.
    (b) Operational restrictions associated with equipment or 
component/systems failures, including restrictions associated with 
existing deferred maintenance items (MEL and/or Configuration Deviation 
List considerations).
    (c) Use of emergency equipment, including duration of time limited 
systems such as battery, oxygen, and fire extinguishing.
    (d) Procedures to be followed in the event a planned ETOPS 
alternate airport is no longer acceptable.
    j. Understanding of normal and abnormal/emergency procedures for 
additional or equipment modified specifically for ETOPS (modified 
oxygen and fuel systems).
    k. Fuel management procedures and monitoring/logging procedures to 
be followed during the en route portion of the flight. These procedures 
should provide for an independent cross check (manual versus automatic 
or pilot versus copilot) of fuel quantity indicators. For example, fuel 
flows could be used to calculate fuel burned and compared to fuel 
loaded minus indicated fuel remaining.
    l. ETOPS pre-departure service or maintenance checks must be 
performed by flight crewmembers that holds an airframe and powerplant 
certificate and is ETOPS-qualified before departure on a ETOPS flight 
from an airport lacking ETOPS-trained maintenance personnel.
    m. Methods of maintaining position and situational awareness.
    n. Methods of determining the location of the nearest en route 
alternate airports.
    o. Use of plotting charts, both preflight and in flight.
    p. Responsibilities following an unscheduled landing.

    Note: Check Airman used by the certificate holder for ETOPS 
training should ensure standardized flight crewmember practices and 
procedures are followed and emphasize the special nature of ETOPS. 
In addition to the check airman qualification and training 
requirements of Sec. Sec.  135.337 and 135.339, certificate holders 
should require that company check airmen understand the unique 
requirements of ETOPS.

    304. Maintenance Requirements for Two-Engine ETOPS Authorization. 
The certificate holder conducting ETOPS with two-engine airplanes must 
comply with the ETOPS maintenance requirements as specified in Sec.  
135.411(d), which are discussed in this section.
    a. Maintenance Program Requirements. The basic maintenance program 
for the airplane being considered for ETOPS is the certificate holder's 
continuous airworthiness maintenance program. Each airplane authorized 
to conduct ETOPS must be maintained under such a program as provided in 
Sec.  135.411(a)(2) regardless of the airplane-engine combination, size 
and seating configuration, plus the additional requirements contained 
in Appendix G to part 135. In addition to the basic, minimum continuous 
airworthiness maintenance program requirements, the certificate holder 
must develop and use an ETOPS maintenance program to include the 
following:
    (1) Continuous Airworthiness Maintenance Program (CAMP). The basic 
maintenance program for the airplane being considered for ETOPS is a 
CAMP that may currently be approved for a non-ETOPS certificate holder 
for a particular make and model airplane-engine combination. The basic 
CAMP must be a maintenance and inspection program that contains the 
instructions for continued airworthiness (ICA) based on the 
manufacturer's maintenance program, or those contained in a certificate 
holder's maintenance manual approved in its operations specifications. 
The certificate holder and its certificate-holding district office 
(CHDO) must review the CAMP to ensure it provides an adequate basis for 
development of a ETOPS maintenance program. The certificate holder's 
ETOPS CAMP must include specific basic ETOPS requirements, which will 
be incorporated as supplemental requirements to the CAMP. These 
supplemental requirements include the enhanced maintenance and training 
processes that will ensure ETOPS airplanes achieve and maintain the 
level of performance and reliability necessary for ETOPS operations. 
These supplemental requirements are referred

[[Page 53083]]

to in the industry as ETOPS processes or ETOPS process elements. 
Prospective ETOPS certificate holders must supplement their basic CAMP 
with the following program elements defined in sections b through p 
below.
    b. ETOPS Maintenance Document. The certificate holder must develop 
a document for use by personnel involved in ETOPS. This document need 
not be inclusive but should at least reference the maintenance program 
and other pertinent requirements clearly indicating where all facets of 
the ETOPS maintenance program are located in the certificate holder's 
document system. All ETOPS requirements, including supportive programs, 
procedures, duties, and responsibilities, must be identified. The ETOPS 
document(s) must reflect the actual policies and procedures the 
certificate holder expects their ETOPS maintenance personnel to adhere 
to. The document(s) should be user friendly, and be accessible to all 
affected personnel. The initial document and each revision must be 
submitted to the CHDO and be approved before being adopted.
    c. Pre-Departure Service Check (PDSC).
    (1) The certificate holder must develop an ETOPS PDSC to verify 
that the airplane and certain significant items are airworthy and ETOPS 
capable. Each certificate holder's PDSC may vary in form and content. 
One certificate holder may have a one page PDSC while other certificate 
holders using the same airplane-engine combination may have six or more 
pages of items in their PDSCs. The prerequisite for an acceptable PDSC 
is content and suitability for the specific certificate holder's needs.
    (2) All certificate holders must address ETOPS significant system 
airworthiness in their ETOPS maintenance program, including the PDSC. 
For example, proper servicing of fluids, such as engine, auxiliary 
power unit (APU), generator systems, and hydraulic systems is a vital 
ingredient to successful ETOPS operations. Current ETOPS operations 
have had incidents resulting from improper fluid servicing that have 
resulted in IFSDs and diversions. Certificate holders should consider 
this area very seriously when developing their maintenance checks, 
including the PDSC.
    (3) Some certificate holders may elect to include tasks in the PDSC 
that are driven by their enhanced CASS program and are not related to 
ETOPS significant systems. However, the certificate holder clearly must 
identify the ETOPS related tasks on their PDSC because non-ETOPS 
qualified maintenance personnel may accomplish the non-ETOPS tasks. An 
ETOPS-qualified maintenance individual must complete all ETOPS-related 
tasks and an ETOPS-qualified maintenance individual with an airframe 
and powerplant rating must certify the entire check. When outside the 
United States, if an individual with an airframe and powerplant rating 
is not available, then a trained individual employed by a FAA 
certificated repair station must certify the entire PDSC. The PDSC must 
be certified complete immediately before each scheduled ETOPS flight. 
The term ``immediately'' historically has meant to be no more than 2 to 
4 hours before the flight. However, some relief from this time may be 
granted under certain conditions. The certificate holder should explain 
any rational for such deviations in its ETOPS maintenance document, 
which is approved by its CHDO.
    (4) A PDSC may not be required before all ETOPS flights. The FAA 
may grant relief following irregular operations because of non-
mechanical issues, such as weather or medical emergency diversions, or 
when operating ETOPS into specific areas of operation. For example, if 
an airplane scheduled for an ETOPS flight receives a PDSC before 
departure and subsequently must divert or turn back for other than 
mechanical reasons, the certificate holder must identify in its ETOPS 
maintenance document what procedures its flight operations and 
maintenance personnel would follow to preclude performing another PDSC. 
If a mechanical discrepancy develops as a result of the diversion or 
turn back, the certificate holder would have to perform another PDSC. 
For example, when an overweight landing inspection reveals a 
discrepancy that requires maintenance intervention, another PDSC would 
be required.
    d. ETOPS Dual Maintenance Procedures.
    (1) ETOPS dual maintenance, otherwise referred to as identical 
maintenance, multiple maintenance, and simultaneous maintenance, 
requires special consideration by the certificate holder. This is to 
recognize and preclude common cause human failure modes. Proper 
verification processes or operation tests prior to ETOPS are required 
when dual maintenance on significant systems occurs.
    (2) Dual maintenance on the ``same'' ETOPS significant system can 
be described as actions performed on the same element of identical, but 
separate ETOPS significant systems during the same routine or non-
routine visit. Examples of maintenance on the ``same'' ETOPS 
significant system are: maintenance of both SATCOM systems during a 
turnaround flight; removal of both engine oil filters or both chip 
detectors; and replacement of both chip detectors.
    (3) Dual maintenance on ``substantially similar'' ETOPS significant 
systems specifically addresses maintenance actions on engine-driven 
components on both engines. An example of dual maintenance on 
``substantially similar'' ETOPS significant systems could include: 
replacement of the no. 1 integrated drive generator and the no. 2 
engine-driven pump.
    (4) The certificate holder must establish procedures that minimize 
identical maintenance actions from being scheduled or applied to 
multiple similar elements in any ETOPS significant system during the 
same or non-routine visit. In order to manage this requirement the 
certificate holder must develop a list of fleet-specific ETOPS 
significant systems and include them in their ETOPS maintenance 
document(s).
    (5) The FAA also recognizes that sometimes ETOPS dual maintenance 
actions cannot be avoided or precluded, because of unforeseen 
circumstances that occur during ETOPS operations. In the line 
maintenance arena, for example, when an ETOPS airplane has inbound 
discrepancies on both engines' oil systems, or there is a generator 
problem on one engine, and an oil system discrepancy on the other 
engine. Another example is if both SATCOM systems require maintenance 
at the same time during a turnaround flight. Additionally, staggering 
maintenance on ETOPS Significant Systems in the heavy maintenance arena 
isn't always possible or feasible. However, to minimize human factor 
common cause risk, the certificate should attempt to minimize dual 
maintenance on ETOPS Significant Systems wherever/whenever possible.
    (a) In any event, when dual maintenance is performed on a ETOPS 
Significant System, the certificate holder must have written procedures 
in its ETOPS maintenance document that address this situation. At a 
minimum, the certificate holder must ensure:
    1. Separate ETOPS-qualified maintenance persons perform the tasks.
    2. The maintenance action on each of the elements in the ETOPS 
Significant System is performed by the same technician under the direct 
supervision of a second ETOPS qualified individual, and
    3. It verifies the effectiveness of the corrective actions to those 
ETOPS Significant Systems before the airplane

[[Page 53084]]

enters the ETOPS area of operations. The verification action must be 
performed using ground verification methods, and in some instances, in-
flight verification methods described in the next section of this AC. 
On an exception basis, the same ETOPS qualified technician under the 
supervision of an ETOPS qualified Central Maintenance Control person 
may perform the dual maintenance and the ground verification methods 
only if in-flight verification action is performed.
    (b) The FAA acknowledges that the servicing of fluids and gases is 
not considered maintenance; however, these task when done improperly 
have adversely affected ETOPS operations. The certificate holder should 
recognize the hazard associated with improper servicing and do all 
possible to mitigate the associated risk. Specifically, servicing tasks 
such as engine, APU, and generator system oil servicing are tasks that 
require high levels of attention. The FAA encourages the certificate 
holder to ensure that its programs have separate individuals perform 
such servicing. However, the FAA recognizes that many certificate 
holder's route and organizational structures may not lend themselves to 
these procedures. The certificate holder's programs should include 
detailed servicing instructions or make readily available servicing 
instructions, and provide related on-the-job training, regardless of 
whether one individual or multiple individuals perform the task.
    e. Verification Program.
    (1) The certificate holder must develop a verification program for 
resolution of airplane discrepancies (corrective action) in ETOPS 
significant systems. This program must include corrective action 
confirmation in specific areas such as engine shutdown, significant 
system failure, adverse trends, or any prescribed event that could 
effect an ETOPS operation. The program must ensure corrective action is 
taken and confirmed successful before the airplane enters an ETOPS area 
of operation. The certificate holder must verify the effectiveness of 
the corrective actions and prior to ETOPS flight or entering ETOPS 
entry point. The ground verification method is accomplished by 
following the ICA contained in the airplane maintenance manuals or the 
certificate holder's maintenance manuals. These ICAs include built-in 
test equipment, functional, and operational checks that often include 
leak checks after ground runs.
    (2) Normally ground verification is acceptable to ensure corrective 
action. Under certain conditions ground verification beyond that 
recommended in the ICA or in-flight verification maybe required. An 
example of a condition that would require an in-flight verification is 
the replacement of an APU component that could affect the APU's ability 
to start at ETOPS cruise altitude after cold soaking. In-flight 
verification may be conducted on revenue flights provided the action is 
completed before the ETOPS entry point. Ground maintenance personnel 
must coordinate with flight operations personnel whenever an in-flight 
verification is required. Each certificate holder must identify its 
ETOPS Significant Systems, ground verification requirements, and in-
flight verification requirements in it ETOPS maintenance document.
    (3) The certificate holder must establish a means to ensure any 
required verification action is accomplished. The certificate holder 
must include a clear description of who initiates verification actions 
and who is responsible for completing the actions in its ETOPS 
maintenance document.
    f. Task Identification.
    (1) The certificate holder must identify all tasks that must be 
accomplished or certified as complete by ETOPS qualified personnel. The 
intent is to have ETOPS trained maintenance personnel accomplish these 
identified tasks because they are related to ETOPS. ETOPS specific 
tasks should be:
    (a) Identified on the certificate holder's work forms and related 
instructions, or
    (b) Parceled together and identified as an ETOPS package.
    (2) If a certificate holder does not identify ETOPS-related task in 
their current maintenance program, then all task must be accomplished 
by ETOPS-qualified personnel.
    (3) In the event that maintenance is performed on an ETOPS airplane 
by personnel who are not ETOPS trained, then the actions must be 
verified per the certificate holder's ETOPS verification program.
    g. Centralized Maintenance Control Procedures. An ETOPS certificate 
holder, regardless of the size of the ETOPS fleet, must have a 
centralized entity responsible for oversight of the ETOPS maintenance 
operation. The certificate holder must develop and clearly define in 
its ETOPS maintenance document the specific procedures, duties, and 
responsibilities for involvement of their centralized maintenance 
control personnel in the ETOPS operation. These established procedures 
and centralized control processes would preclude an airplane from being 
dispatched for ETOPS flights after an engine in-flight shut down 
(IFSD), ETOPS significant system failure, or discovery of significant 
adverse trends in system performance without appropriate corrective 
action having been taken.
    h. ETOPS Parts Control. The certificate holder must develop a parts 
control program that ensures that proper parts and configurations are 
maintained for ETOPS. The program must include procedures to verify 
that the parts installed on ETOPS airplanes during parts borrowing or 
pooling arrangements, as well as those parts used after repair or 
overhaul, maintain the necessary ETOPS configuration.
    i. Enhanced Continuing Analysis and Surveillance System (CASS) 
Program. The CASS program must be enhanced to include all of the 
elements of the ETOPS CAMP. The program must include the additional 
reporting procedures for significant events detrimental to ETOPS 
flights contained in Appendix G to part 135.
    j. Propulsion System Monitoring.
    (1) The certificate holder must conduct an investigation into the 
cause of each IFSD and submit findings to the CHDO. If the certificate 
holder or CHDO determines that corrective action is necessary. The 
certificate holder must implement a corrective action. For all 
Propulsion System reportable events the certificate holder should 
determine whether corrective action is required. If the cause of an 
event is identified within a certificate holder's area of 
responsibility, the certificate holder should take immediate corrective 
action.
    (2) Causes of IFSDs or other engine/propulsion system problems may 
be associated with type design problems, and/or maintenance and 
operational procedures applied to the airplane. It is very important to 
identify the root cause of events so that an indication of corrective 
action is available; a fundamental design problem requires an effective 
final fix. Repetitive inspections may be satisfactory as interim 
solutions but long term design solutions such as terminating actions, 
may be required. Design problems can affect an entire fleet of 
airplanes. A certificate holder, who experiences a failure that is a 
type design related event, should not be operationally penalized by the 
Administrator for a problem that is design-related and may not be of 
their own making. However, maintenance or operational problems may be 
wholly, or partially, the responsibility of the certificate holder.
    k. Engine Condition Monitoring. The certificate holder must develop 
a

[[Page 53085]]

program for its ETOPS engines that describes the parameters to be 
monitored, method of data collection, and corrective action processes. 
The program should reflect the manufacturer's instructions and industry 
practices or they should establish a program that demonstrates an 
equivalent level of monitoring and data analysis. The goal of this 
monitoring program should be to detect deterioration at an early stage, 
and to allow for corrective action before safe operation is affected. 
Engine limit margins should be maintained so that prolonged engine 
inoperative diversions may be conducted without exceeding approved 
engine limits (for example, rotor speeds and exhaust gas temperature) 
at all approved power levels and expected environmental conditions. 
Engine margins preserved through this program should account for the 
effects of additional engine loading demands (for example anti-ice and 
electrical), which may be required during IFSD flight phase associated 
with the diversion. If oil analysis monitoring, such as the 
Spectrographic Oil Analysis Program, is meaningful and recommended by 
the manufacturer, the certificate holder should include it in their 
program.
    l. Oil Consumption Monitoring. The certificate holder must develop 
an engine oil consumption monitoring program to ascertain that there is 
enough oil to complete any ETOPS flight. The certificate holder's 
consumption limit must not exceed the manufacturer's recommendations, 
and it must trend oil consumption. The certificate holders trending 
program may be done manually or by an electronic means. The program 
must consider the amount of oil added at the departing ETOPS station 
with reference to the running average consumption as well as monitor 
for sudden increases in consumption. The monitoring must be continuous 
including non-ETOPS flights and the oil added at the ETOPS departure 
station. For example, after servicing, the oil consumption may be 
calculated by maintenance personnel as part of the pre-departure check. 
The amount of oil added also could be reported to a centralized 
maintenance control for calculation before the ETOPS flight. If the APU 
is required for ETOPS, it must be included in the oil consumption 
monitoring program. Any corrective actions taken regarding oil 
consumption must be verified before ETOPS departure.
    m. APU In-Flight Start Program.
    (1) If the airplane type certificate requires an APU but does not 
normally require the APU to operate during the ETOPS portion of the 
flight, the certificate holder must develop an in-flight start and run 
reliability program to ensure that the APU will continue to provide the 
performance and reliability established by the manufacturer. This 
monitoring program should include periodic sampling of each airplane's 
APU in-flight starting capabilities. Specifically, the certificate 
holder should ensure that each airplane's APU periodically is sampled 
rather than repeatedly sampling the same APUs. The certificate holder 
may adjust sampling intervals according to system performance and fleet 
maturity. The certificate holder and its CHDO should periodically 
review the certificate holder's APU in-flight start program data to 
ensure that the in-flight start reliability is maintained. Should the 
APU in-flight start rate 12-month rolling average drop below 95 
percent, the certificate holder should initiate an investigation into 
any common cause effects or systemic errors in procedures.
    (2) The certificate holder should include the criteria below in APU 
in-flight start program. The certificate holder should make APU in-
flight starts subject to the following conditions:
    (a) In-flight APU starts do not need to be performed on ETOPS 
flights; however, the APU must be in the ETOPS configuration in 
accordance with the applicable CMP document, if applicable, for credit 
to be allowed.
    (b) If in-flight APU start is performed on an ETOPS flight, the 
start may be attempted on the return leg.
    (c) The start attempt should be initiated before top of descent, or 
at such time that will ensure a 2-hour cold soak at altitude before the 
start attempt.
    (d) Within route or track constrains, the objective would be met by 
attempting a start near the highest altitude assigned the route or 
track, and the final attempt near the lower altitude limits of the 
route or track, as defined by ATC. These altitudes must be 
representative of the ETOPS routes flown.
    (e) If the APU fails to start on the first attempt, subsequent 
start attempts may be made within the limits of the airframe and APU 
manufacturer design specifications stated in the applicable airplane 
flight manual and airplane maintenance manual.
    (3) The certificate holder must report any operationally required 
APU in-flight start failures occurring during actual ETOPS operations 
to its CHDO within 96 hours. The certificate holder also must report 
any occurrences of an ETOPS configured APU in-flight unsuccessful start 
attempt occurring during routine sampling (which exceed the airframe 
and APU manufacturer design specifications) to its CHDO. The final 
report should include corrective actions taken as well as the status of 
corrective action programs and fleet upgrades.
    n. Maintenance Training.
    (1) The certificate holder is responsible for ensuring that all 
maintenance personnel who perform maintenance on its ETOPS airplanes, 
including repair stations, vendors, and contract maintenance, have 
received adequate technical training for the specific airplane-engine 
combination it intends to operate in ETOPS.
    (2) The certificate holder must review the existing airplane-engine 
combination maintenance training program with its CHDO to ensure that 
it adequately provides the necessary training. Additionally, the 
certificate holder must develop ETOPS specific training that focuses on 
the special nature of ETOPS and take measures to insure that this 
training is given to all personnel involved in ETOPS. ETOPS specific 
training is in addition to the certificate holder's accepted 
maintenance training program used to qualify individuals for specific 
airplanes and engines and may be included in the accepted maintenance 
training curricula. It thus becomes the certificate holder's ETOPS 
training program. The goal of this training is to ensure that all 
personnel involved in ETOPS properly accomplish ETOPS maintenance 
requirements. The certificate holder is responsible with acceptance 
from the CHDO to determine which personnel are involved in ETOPS, and 
must ensure that each person's level of ETOPS training is commensurate 
with their level of involvement with ETOPS airplanes. For example, a 
mechanic who is performing per-departure service checks may be required 
to have a higher level of ETOPS training and certification than a 
mechanic performing routine tasks on non ETOPS significant systems 
during a heavy maintenance check. A technician working ETOPS 
significant systems in a heavy maintenance visit environment must be 
appropriately trained for ETOPS, but need not be ETOPS certificated. 
Recurrent training in all maintenance arenas should be established and 
used to inform personnel involved in ETOPS about new equipment, 
requirements, operator programs, etc. Experience has shown recurrent 
training is a valuable instrument in ``lessons learned'' for ETOPS 
operations.
    (3) ETOPS-qualified maintenance personnel are those who have 
successfully completed the certificate holder's ETOPS training program 
and

[[Page 53086]]

who have satisfactorily performed extended range tasks under the direct 
supervision of an FAA-certificated maintenance person who has had 
previous experience with maintaining the particular make and model 
airplane being used by the certificate holder. For new airplanes, it is 
understood the certificate holder may not have an FAA certified 
maintenance person available who has previous experience with that 
newly introduced make and model airplane. In this instance, the 
training received from the manufacturer's maintenance training program 
would be acceptable.
    o. Configuration Maintenance Procedures (CMP).
    (1) The CMP Standard specifies any additional configuration, 
maintenance, or operational requirement that is uniquely applicable to 
ETOPS. The requirements in the CMP are established by the FAA at the 
time of initial ETOPS type design approval of the airplane-engine 
combination. The CMP document is typically published and maintained by 
the airplane manufacturer and includes identified CMP requirements. The 
certificate holder must implement the basic configuration, maintenance, 
and operating procedures standard, identified in the CMP, before 
beginning ETOPS operations. If a CMP document exists for an ETOPS 
certificate holder's airplane, the certificate holder must ensure that 
all applicable:
    (a) Configuration features are installed in the airplanes and 
engines,
    (b) Maintenance procedures are incorporated into the maintenance 
program, and
    (c) Demonstrated capabilities are incorporated into the flight 
operations manual and the minimum equipment list, as required.
    (d) Operators must coordinate any deviation from the manufacturer's 
CMP requirements with the CHDO or Aircraft Certification Office (ACO), 
as required by the CMP document.
    (2) Each certificate holder must develop a system to ensure all CMP 
requirements remain incorporated in its airplanes, programs, and 
manuals throughout the operational life of each airplane, for as long 
as they operate in ETOPS.
    (3) The FAA will mandate any subsequent CMP changes necessary for 
continued safe ETOPS operations through the airworthiness directive 
process. The certificate holder should review and consider voluntarily 
incorporating any revised CMP standard that enhances airplane 
reliability and/or performance.
    (4) The certificate holder should provide its CHDO a matrix 
detailing the CMP standard for its proposed ETOPS fleet. The matrix 
should specifically include each CMP item number, revision level, item 
description, and reference documentation describing the incorporation 
method, date, and place.

    Note: There may not be a CMP for aircraft operating under ETOPS 
manufactured prior to February 16, 2015 that are not type designed 
for ETOPS.

    p. Reporting Requirements.
    (1) In addition to the reporting requirements of Sec. Sec.  135.415 
and 135.417, the certificate holder must report the following events to 
the CHDO.
    (a) IFSDs, except planned IFSDs performed for flight test.
    (b) Diversions and turnbacks for failures, malfunctions, or defects 
associated with an airplane or engine system.
    (c) Uncommanded power or thrust changes or surges.
    (d) Inability to control the engine or obtain desired power or 
thrust.
    (e) Inadvertent fuel loss or unavailability, or uncorrectable fuel 
imbalance in flight.
    (f) Failures, malfunctions, or defects associated with ETOPS 
Significant Systems.
    (g) Any event that would jeopardize the safe flight and landing of 
the airplane on an ETOPS flight
    (2) The certificate holder must submit a report quarterly to the 
CHDO and the airplane and engine manufacturer for each airplane 
authorized for ETOPS containing the hours and cycles for each airplane. 
The reports may be submitted in an electronic format.

Chapter 4. ETOPS Flight Planning

    401. Time-Limited Systems Requirements.
    a. For ETOPS, the time required to fly the distance to the planned 
ETOPS alternate(s), at the all-engines-operating cruise speed, 
correcting for wind and temperature, may not exceed the time specified 
in the Airplane Flight Manual for the airplane's most limiting fire 
suppression system time required by regulation for any cargo or baggage 
compartments (if installed), minus 15 minutes.
    b. Except as provided in a. above for ETOPS, the time required to 
fly the distance to the planned ETOPS alternate(s), at the approved 
one-engine inoperative cruise speed, correcting for wind and 
temperature, may not exceed the time specified in the Airplane Flight 
Manual for the airplane's most time limited system time (other than the 
most limiting fire suppression system time required by regulation for 
any cargo or baggage compartments) minus 15 minutes.

    Note: Certificate holders operating multi-engine turbine-powered 
airplanes whose Airplane Flight Manual does not contain the time-
limited system information needed to comply with the requirements of 
a and b above may continue ETOPS operations until February 15, 2015.

    402. Flight Planning/Management Requirements.
    a. Flight Information. In addition to the requirements of 14 CFR 
part 91, Sec.  91.503, the certificate holder should ensure that the 
following information is available for use by the flight crewmember 
before departure:
    (1) Planned route of flight.
    (2) ETOPS entry/exit points.
    (3) Planned ETOPS alternate airports.
    (4) Equal time points.
    (5) Fuel consumption and expected use log.
    (6) Flight progress reporting points.
    (7) Weather and status of services and facilities at all ETOPS 
alternate airports as well as a reasonable number of adequate airports 
with weather greater than approach minimums other than the designated 
ETOPS alternates along the planned route that could be used for 
diversion before departure.
    b. Communication. Each airplane used in ETOPS must be equipped with 
two independent communication transmitters and receivers, at least one 
of which allows voice communication. Both of these systems must be 
operational at dispatch. The airplane must also have two headsets or 
one headset and one speaker installed and operational. In areas where 
voice communication facilities are not available, or are of such poor 
quality that voice communication is not possible, communication using 
an alternative system such as data link must be substituted.
    c. Potential Diversion Airports after Departure.
    (1) After departure, designated ETOPS alternate airports must 
remain at or above forecast operating weather minima. If the weather at 
the designated airports falls below operating minima, the flight 
crewmember must designate new ETOPS alternate airports within the ETOPS 
diversion limit that meet appropriate operating weather minima.
    (2) The pilot or certificate holder should monitor the airports 
within the ETOPS area of operation that could be used for diversion for 
deterioration in the weather and limitations in the availability of 
facilities and services that would render an airport unsuitable for 
landing in the event of a diversion. If this monitoring is done by the 
certificate

[[Page 53087]]

holder, a reliable method of communication with the airplane must be 
readily available.
    (3) During the course of the flight, the flight crewmember must be 
aware of significant changes in conditions at the designated ETOPS 
alternates, particularly those conditions that would render an airport 
unsuitable for landing and improvement in airport weather to conditions 
above operating minima.
    (4) Before an ETOPS flight proceeds beyond the ETOPS entry point, 
the weather during the expected times of arrival (from the earliest to 
the latest possible landing time) at the designated ETOPS alternates, 
as well as the landing distances, airport services, and facilities 
should be evaluated. If weather conditions at each ETOPS alternate are 
forecast to be below the operating minima in the certificate holder's 
operations specifications for that airport during this time (from the 
earliest to the latest possible landing time), another ETOPS alternate 
must be substituted within the maximum ETOPS diversion time that could 
be authorized for that flight with weather conditions at or above 
operating minima. The maximum diversion time determined by the newly 
selected ETOPS alternate(s) must not exceed 240 minutes.
    (5) Once the flight has gone beyond the ETOPS Entry Point, an 
unexpected worsening of the weather at the designated ETOPS alternate 
to below operating landing minima, or any event that makes the runway 
at that airport unusable does not require a turn back. It is expected 
that the pilot-in-command (PIC) must, in coordination with the 
dispatcher if appropriate, exercise judgment in evaluating the 
situation and make a decision as to the safest course of action. This 
may be a turn back, or re-routing to another ETOPS alternate, or 
continuing on its planned routing.
    d. Engine Failures. All multi-engine turbine-powered part 135 
airplanes must satisfy the performance requirements of part 135 subpart 
I in the event of engine(s) failure. The purpose of ETOPS flight 
planning is to provide the flight crew with a minimum number of 
airports that are suitable for an en route diversion for any 
circumstance, including engine failure. For any situation that the 
pilot in command determines a diversion is necessary, no part of this 
AC is meant in any way to prejudice or limit the final authority and 
responsibility of the PIC for the safe operation of the airplane. The 
decision to divert to the planned ETOPS alternate or any other 
available airport will be a decision of the pilot in command based on 
his/her determination of what is the most suitable for the situation. 
The PIC should consider all relevant factors in determining the 
suitability of an airport. The following factors and others may be 
relevant in determining whether or not an airport is suitable:
    <bullet> Airplane configuration, weight, systems status, and fuel 
remaining
    <bullet> Wind and weather conditions en route at the diversion 
altitude
    <bullet> Minimum altitudes en route to the diversion airport
    <bullet> Fuel burn to the diversion airport
    <bullet> Airport nearby terrain, weather and wind
    <bullet> Runways available and runway surface condition
    <bullet> Approach navigation aids and lighting available
    <bullet> Availability of crash, rescue and firefighting equipment
    <bullet> Facilities for passenger and crewmember disembarkation and 
accommodations
    <bullet> Pilot's familiarity with the airport
    e. One Engine Failure. When operating a two engine airplane with 
one-engine inoperative, none of the following factors should be 
considered sufficient justification to fly beyond the nearest suitable 
airport:
    <bullet> The fuel supply is sufficient to fly beyond the nearest 
suitable airport
    <bullet> Passenger accommodations, other than passenger safety
    <bullet> Availability of maintenance or repair resource
    f. System Failures and Partial Failures. If, as a result of 
reevaluating airplane systems, a change in flight plan is required, the 
pilot should revise the flight plan information based on the 
conditions, including weather conditions, at designated ETOPS 
alternates.
    g. Other Diversion Scenarios. During ETOPS an airplane may divert 
for reasons other than an engine or systems failure such as medical 
emergencies, onboard fire or decompression. The nature of the emergency 
and the possible consequences to the airplane, passengers and crew will 
dictate the best course of action suitable to the specific en route 
contingency. The flight crew should decide on the best course of action 
based on all available information. The ETOPS Alternate Airports 
required by Appendix G to part 135, Sec.  G135.2.5, Operational 
Requirements, and designated for a particular flight provide one option 
to the pilot in command. However, these ETOPS alternates may not be the 
only airports available for the diversion and nothing in this guidance 
in any way limits the authority of the PIC.
    403. ETOPS Fuel Planning Requirements. A certificate holder should 
consider the following factors when determining the amount of fuel to 
carry onboard an airplane departing on an ETOPS flight:
    a. Unique Planning Factors.
    (1) Current forecast winds and meteorological conditions along the 
expected flight path at the appropriate one-engine inoperative cruise 
altitude and throughout the approach and landing;
    (2) Any necessary operation of ice protection systems and 
performance loss because of ice accretion on the unprotected surfaces 
of the airplane;
    (3) Any necessary operation of the APU, including APU oil 
consumption;
    (4) Loss of airplane pressurization; consideration should be given 
to flying at an altitude meeting passenger and crewmember oxygen 
requirements in the event of loss of pressurization;
    (5) Holding for 15 minutes over the airport with a subsequent 
approach and landing;
    (6) Required navigational accuracy; and
    (7) Any known air traffic control delays or restrictions.
    b. Fuel Supply. No person may dispatch or release for flight or 
takeoff a multi-engine turbine-powered airplane in ETOPS unless the 
fuel carried onboard is the greater of:
    (1) Fuel required under Sec.  135.223, or;
    (2) Considering wind and other weather conditions expected, it has 
enough fuel to satisfy (a) through (d) below:
    (a) Greater of the fuel sufficient to fly to an ETOPS alternate:
    1. Assuming a rapid decompression at the most critical point 
followed by descent to a safe altitude in compliance with the oxygen 
supply requirements of Sec.  135.157, or;
    2. At the approved one-engine inoperative cruise speed assuming a 
rapid decompression and a simultaneous engine failure at the most 
critical point followed by descent to a safe altitude in compliance 
with the oxygen supply requirements of Sec.  135.157, or;
    3. At the approved one-engine inoperative cruise speed assuming an 
engine failure at the most critical point followed by descent to the 
one-engine inoperative cruise altitude.
    (b) Upon reaching the alternate, hold at 1,500 ft above field 
elevation for 15 minutes and then conduct an instrument approach and 
land.
    (c) Add a 5 percent wind speed factor (that is, an increment to 
headwind or a decrement to tailwind) on to the actual forecast wind 
used to calculate fuel in (2)(a) above to account for any potential 
errors in wind forecasting. If a certificate holder is not using the 
actual forecast

[[Page 53088]]

wind based on a wind model acceptable to the FAA, allow 5 percent of 
the fuel required for (2)(a) above, as reserve fuel to allow for errors 
in wind data. A wind aloft forecast distributed worldwide by the World 
Area Forecast System is an example of a wind model acceptable to the 
FAA.
    (d) After completing the calculation in (c), compensate in (2)(a) 
above for the greater of:
    1. The effect of airframe icing during 10 percent of the time 
during which icing is forecast (including ice accumulation on 
unprotected surfaces, and the fuel used by engine and wing anti-ice 
during this period). Unless a reliable icing forecast is available, 
icing may be presumed to occur when the total air temperature at the 
approved one-engine cruise speed is less than +10 degrees Celsius, or 
if the outside air temperature is between 0 degrees Celsius and -20 
degrees Celsius with a relative humidity of 55 percent or greater.
    2. Fuel for engine anti-ice, and if appropriate wing anti-ice for 
the entire time during which icing is forecast,
    (e) Unless the certificate holder has a program established to 
monitor airplane in service deterioration in cruise fuel burn 
performance and includes in fuel supply calculations fuel sufficient to 
compensate for any such deterioration, increase the final calculated 
fuel supply in (2)(a) (after completing the calculation in (c)) by 5 
percent to account for deterioration in cruise fuel burn performance.
    (f) If the APU is a required power source, then its fuel 
consumption must be accounted for during the appropriate phases of 
flight.
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[GRAPHIC] [TIFF OMITTED] TN17SE07.019

BILLING CODE 4910-13-C
    405. Landing Distance Requirements. For the runway expected to be 
used, the landing distance available must be sufficient based on 
airplane flight manual landing performance data to meet the landing 
distance limitations specified in Sec.  135.385 or Sec.  135.393. The 
certificate holder should take into account the altitude of the 
airport, wind conditions, runway surface conditions, and airplane 
handling characteristics.

[[Page 53090]]

Chapter 5. Applications To Conduct Etops

    The unique nature of long range operations necessitates an 
evaluation of these operations to ensure that the certificate holder's 
proposed programs are effective. The FAA will review the certificate 
holder's documentation and training programs to validate that they are 
appropriate for ETOPS. Each certificate holder applying for ETOPS 
approval should demonstrate the ability to continuously maintain and 
operate the particular airframe systems and engines at levels of 
reliability appropriate for the intended operation. The certificate 
holder also should show that it has trained its personnel to achieve 
competency in ETOPS. The certificate holder should show compliance with 
the flight operations and, if applicable, the maintenance requirements 
of this AC.
    Before a certificate holder is granted operational approval, the 
FAA Administrator will examine its capability to conduct operations and 
implement effective ETOPS programs in accordance with the criteria 
detailed in this AC. Only certificate holders who have demonstrated 
capability to conduct long range flights will be considered for 
approval. The flights conducted under ETOPS authority will be limited 
to a maximum diversion time of 240 minutes from an ETOPS alternate 
airport, at an approved one-engine inoperative cruise speed (under 
standard conditions in still air) selected by the certificate holder 
from a range of speeds approved by the FAA that is within the 
certificated operating limits of the airplane.
    501. Application Requirements for ETOPS Approval.
    a. A certificate holder requesting approval for ETOPS should submit 
the request, with any required supporting data, to its CHDO at least 60 
days before the proposed start of ETOPS operations. The certificate 
holder's application will be for a specific airplane-engine combination 
and should address the following topics: (See Appendix 2 for an 
application checklist.)
    b. Airplane. The applicant should list the specific make and model 
of airplane and engine and the airplane serial and registration numbers 
to be used in ETOPS.
    c. Airplane Performance. The altitudes and airspeeds used for 
establishing the ETOPS area of operation for each airframe-engine 
combination should be shown to permit compliance with the terrain and 
obstruction clearance requirements of Sec. Sec.  135.381, 135.383 and 
the requirements of 135.181(a)(2), as may be applicable.
    d. MEL. The certificate holder should submit an MEL, or revision to 
its MEL, developed in accordance with the Master MEL, appropriate to 
ETOPS.
    e. Communication and Navigation Facilities. As per Sec.  135.165, 
the certificate holder must demonstrate the availability of two-way 
communication during diversion at anticipated diversion altitudes.
    f. Training. The certificate holder should document that it has 
incorporated ETOPS training into its crewmember training programs, and 
that personnel conducting ETOPS training are properly qualified.
    502. Operating Experience Requirements.
    a. Each certificate holder requesting approval to conduct ETOPS 
should have appropriate operational experience, including sufficient 
maintenance and operation familiarity with the particular airframe-
engine combination. Appropriate operational experience involves 
conducting long-range flights that require more complex flight planning 
and careful execution in areas where diversion alternatives are 
limited.
    b. A certificate holder must satisfy the operating experience 
requirements of Sec.  G135.2.2 as stated in Chapter 3, Paragraph 302a 
of this AC.
    503. Validation Flight Requirements.
    a. Before granting initial ETOPS authorization, the FAA may require 
validation testing to demonstrate the certificate holder's ability to 
safely conduct ETOPS. Validation testing may be included as part of a 
certificate holder's airplane proving test as required by Sec.  
135.145. Validation testing can include evaluation of the certificate 
holder's policies and procedures, systems, and, where practical, flight 
simulation or table-top simulation. In some cases, a validation flight 
may be required.
    b. If required, a validation flight can be included in proving 
flights and can be flown using representative ETOPS routes. AFS-1 will 
determine the conditions for each certificate holder's validation 
testing following a review, on a case-by-case basis, of the certificate 
holder's experience and the proposed operation. In the event a proving 
test did not include ETOPS validation, the certificate holder shall 
notify their CHDO at least 7 days before conducting the first ETOPS 
flight to allow the FAA to monitor the operation.

    Note: Validation flights may not be required for certificate 
holders that meet the operating experience requirements of Sec.  
G135.2.2.

Chapter 6. FAA Approval

    601. ETOPS Approval Procedures.
    a. For certificate holders seeking ETOPS authority for the first 
time, the application and supporting data, along with the CHDO's 
principal inspectors (principal maintenance inspector, principal 
avionics inspector and principal operations inspector) recommendations 
are forwarded to AFS-1 for review and concurrence. AFS-1 will authorize 
ETOPS operations or state what additional requirements are necessary to 
gain ETOPS authorization. When authorized by AFS-1, the CHDO will issue 
the certificate holder operations specifications authorizing ETOPS.
    b. For certificate holders that have existing ETOPS authority, the 
application and supporting data should be forwarded to the CHDO for 
approval. The CHDO will issue the certificate holder operations 
specifications authorizing additional ETOPS airplane-engine 
combinations and/or areas of operation.
    602. ETOPS Operations Specifications. As a minimum, operations 
specifications for ETOPS should provide the following authorizations 
and limitations:
    a. Approved airframe-engine combination(s).
    b. Current approved CMP standard required for ETOPS, if 
appropriate.
    c. ETOPS area(s) of operation.
    d. Approved maintenance and enhanced CASS program for ETOPS 
including those items specified in the type design approved standard, 
if required.
    e. Identification of the airplanes authorized for ETOPS by make, 
model, serial, and registration number.
    603. Processes after Receiving ETOPS Authority. If the certificate 
holder fails to maintain its ETOPS program and operation in accordance 
with regulations and this guidance, or if the airplane does not perform 
in accordance with its ETOPS type design requirements, the CHDO may 
initiate a special evaluation. This may result in the imposition of any 
necessary, prudent operational restrictions and corrective action to 
resolve problems in a timely manner. If any problem associated with 
airplane design is identified, the CHDO should notify the ACO 
responsible for type design approval.
    604. Changes to Approved ETOPS Operations, Maintenance, and 
Training Procedures. Following final ETOPS approval, if a certificate 
holder determines a need to make substantial changes to its ETOPS 
operations,

[[Page 53091]]

maintenance and training procedures, it should submit such changes in a 
timely manner to the CHDO for review and acceptance before 
incorporation. The certificate holder and its CHDO should negotiate 
what constitutes a substantial change to allow flexibility and take 
into consideration a certificate holder's ETOPS experience. What is 
considered substantial for a new entrant ETOPS certificate holder may 
be considerably different than for a certificate holder with many years 
of ETOPS experience.

Appendix 1. Definitions

    The following definitions are applicable to extended operations 
(ETOPS). They include definitions from Title 14 of the Code of 
Federal Regulations (14 CFR) part 1 and part 135 definitions as well 
as terms that are used within the context of this advisory circular 
(AC) with respect to ETOPS:
    1. Adequate Airport. An airport that an airplane operator may 
list with approval from the Federal Aviation Administration (FAA) 
because that airport meets the landing limitations of 14 CFR part 
135, Sec.  135.385 or is a military airport that is active and 
operational (Airports outside FAA jurisdiction may be considered 
adequate provided that they are determined to meet the equivalent 
standards and intent of Sec.  135.385.
    2. ETOPS(Extended Operations). An operation authorized under 
part 135 that has a point on a planned routing that is beyond 180 
minutes flying time (in still air at normal cruise speed with one-
engine inoperative) from an adequate airport.
    3. ETOPS Area of Operation. The area between 180 minutes and 240 
minutes flying time (as determined in the ETOPS definition above) 
from an adequate airport.
    4. ETOPS Alternate Airport. An adequate airport listed in the 
certificate holder's operations specifications that is designated in 
a dispatch or flight release for use in the event of a diversion 
during ETOPS. This definition applies to flight planning and does 
not in any way limit the authority of the pilot-in-command during 
flight.
    5. ETOPS Entry Point. ETOPS entry point is the first point on 
the route of an authorized flight which is more than 180 minutes 
from an adequate airport. The ETOPS entry point is calculated at an 
approved one-engine inoperative cruise speed under standard 
conditions in still air.
    6. ETOPS Dual Maintenance. Maintenance on the ``same'' ETOPS 
significant system. Dual maintenance is maintenance actions 
performed on the same element of identical, but separate ETOPS 
Significant Systems during a scheduled or unscheduled maintenance 
visit. Dual maintenance on ``substantially similar'' ETOPS 
significant systems means maintenance actions performed on engine-
driven components on both engines during the same maintenance visit.
    7. ETOPS Significant System. An airplane system, including the 
propulsion system, the failure or malfunctioning of which could 
adversely affect the safety of an ETOPS flight, or the continued 
safe flight and landing of an airplane during an ETOPS diversion. 
Each ETOPS significant system is either an ETOPS group 1 significant 
system or an ETOPS group 2 significant system.
    a. An ETOPS group 1 Significant System
    (1) Has fail-safe characteristics directly linked to the degree 
of redundancy provided by the number of engines on the airplane.
    (2) Is a system, the failure or malfunction of which could 
result in an IFSD, loss of thrust control, or other power loss.
    (3) Contributes significantly to the safety of an ETOPS 
diversion by providing additional redundancy for any system power 
source lost as a result of an inoperative engine.
    (4) Is essential for prolonged operation of an airplane at 
engine inoperative altitudes.
    b. An ETOPS group 2 significant system is an ETOPS significant 
system that is not an ETOPS group 1 significant system.
    8. ETOPS Qualified Personnel. A person performing maintenance 
for the certificate holder, who has satisfactorily completed the 
certificate holder's ETOPS training program.
    9. Equal Time Point (ETP). A point on the route of flight where 
the flight time, considering wind, to each of two selected airports 
is equal.
    10. In-Flight Shut Down (IFSD). For ETOPS, when an engine ceases 
to function (when the airplane is airborne) and is shutdown, whether 
self induced, flight crew initiated or caused by an external 
influence. The FAA considers IFSD for all causes: for example, 
flameout, internal failure, flight crew initiated shutdown, foreign 
object ingestion, icing, inability to obtain or control desired 
thrust or power, and cycling of the start control, however briefly, 
even if the engine operates normally for the remainder of the 
flight. This definition excludes the airborne cessation of the 
functioning of an engine when immediately followed by an automatic 
engine relight and when an engine does not achieve desired thrust or 
power but is not shutdown.
    11. North Polar Area. The entire area north of 78[deg] North 
latitude.
    12. One-Engine Inoperative Cruise Speed (Approved). For the 
purposes of the part 135 applicable to ETOPS, the one-engine 
inoperative cruise speed is a speed selected by the certificate 
holder from a range of speeds approved by the FAA that is within the 
certificated operating limits of the airplane. This speed is used to 
determine whether a proposed routing is subject to the requirements 
of Appendix G of part 135 (ETOPS) and is used during ETOPS flight 
planning for calculating both fuel reserve requirements and the 
still air distance associated with the ETOPS area of operation for a 
specific flight.
    13. Satellite Communication (SATCOM). Satellite communication 
equipment.

Appendix 2. ETOPS Application Checklists

    The following checklists are provided to facilitate a 
certificate holder's application for extended operations (ETOPS) 
approval.

1. ETOPS Application Checklist--Maintenance

Type Design

1. Date of type design and review of each airframe/engine for ETOPS.
2. In-service experience for each airframe/engine combination:
    a. Number of months/years of operational experience with the 
specific airframe/engine combination,
    b. Total number of international (excluding Canada and Mexico) 
flights with the specific airframe/engine,
    c. Airframe/engine hours and cycles,
    d. In-flight shutdown rate (all causes),
    e. Mean time between failure for ETOPS critical systems/
components,
    f. Record of auxiliary power unit (APU) start and run 
reliability,
    g. Record of delays and cancellations, and identify causes by 
airplane system,
    h. Record of significant certificate holder events:
    (1) Uncommanded power changes (surge or roll back),
    (2) Inability to control engine or obtain desired power,
    (3) Total number of in-flight shutdown events.

ETOPS Maintenance Requirements

A Supplemental ETOPS Maintenance Program is required and must 
contain the following elements:

1. ETOPS Manual.
    a. Identify as a chapter in the general maintenance manual.
    b. Submit to the Flight Standards District Office 60 days before 
the implementation of ETOPS flights.
    c. Preclude identical action being applied to multiple similar 
elements in ETOPS critical system (for example, fuel control change 
on both engines).
    d. Identify ETOPS tasks on routine work forms and instructions.
    e. Clearly define ETOPS procedures in maintenance program, such 
as, centralized maintenance control.
    f. Develop ETOPS service check:
    (1) Verify the airplane status and ensure that certain critical 
items are acceptable.
    (2) Have check signed off by an ETOPS qualified person.
2. Oil Consumption Program.
    a. Reflect manufacturers' recommendations.
    b. Be sensitive to oil consumption trends.
    c. Record the amount at dispatch stations.
    d. Monitor running average consumption.
    e. Include Spectrographic Oil Analysis Program samples, if 
meaningful to make and model.
    f. Add APU to the program.
3. Engine Condition Monitoring.
    a. Describe the parameters to be monitored.
    b. Identify method of data collection.
    c. Describe corrective action process.
    d. Detects deterioration at an early stage.
4. Resolution of Airplane Discrepancies.
    a. Describe verification program to ensure corrective action 
following:
    (1) Engine shutdown,
    (2) Primary system failure,

[[Page 53092]]

    (3) Adverse trends or any events, which require verification 
flight (or other action to assure their accomplishment).
    b. Describe who must initiate verification actions and the 
section responsible for the determination of what action is 
necessary.
    c. Describe how to resolve primary systems (APU).
    d. Describe the conditions requiring verification actions.
5. Enhanced CASS Program.
    a. Should be event oriented.
    b. Incorporate reporting procedures (96 hours) for significant 
events detrimental to ETOPS.
    (1) In addition to the items in mechanical reliability reports 
(Title 14 of the Code of Federal Regulations (14 CFR) part 135, 
Sec. Sec.  135.415 and 135.417) the following are included:
    <bullet> In-flight shutdowns
    <bullet> Diversion or turnback
    <bullet> Uncommanded power changes or surges
    <bullet> Inability to control the engine or obtain desired power
    <bullet> Problems with systems critical to ETOPS
    <bullet> Any other event detrimental to ETOPS
    (2) The report should identify the following:
    <bullet> Airplane identification (make and ``N'' number)
    <bullet> Engine identification (make and serial number)
    <bullet> Total time, cycles and time since last shop visit
    <bullet> For systems: time since overhaul or last inspection of 
the unit
    <bullet> Phase of flight
    <bullet> Corrective action
6. Propulsion System Monitoring In-Flight Shut Down (IFSD). Describe 
the process to investigate all IFSDs.
7. Maintenance Training. Focus on special nature of ETOPS and 
maintenance requirements.
8. ETOPS Parts Control.
    a. Ensures proper parts and configuration are maintained for 
ETOPS.
    b. Verify parts placed on ETOPS airplanes during parts borrowing 
or pooling arrangements.
    c. Tracks and verifies those parts used after repair or 
overhaul.

2. ETOPS Application Checklist-Operations

1. Type Design.
    a. Date of type design approval of each airframe/engine for 
ETOPS and maximum diversion time approved for the airframe/engine.
    b. In-service experience for each airframe/engine combination:

    Note: The data for item a. may be submitted in the maintenance 
portion of the application.

2. Authorized Area of Operations for Each Airframe/Engine 
Combination.
    a. Maximum diversion time and distance from an adequate airport. 
Show performance chart, which is used to calculate the distance.
    b. Describe how flight planning will consider terrain clearance 
along planned and diversion routes based on a selected range of 
single-engine speeds:
    c. Calculate obstacle clearance as follows:
    (1) The diversion profile/airspeed used to calculate the area of 
operations should be used in evaluating obstacle clearance;
    (2) NET performance data should be used;
    (3) Maximum possible diversion gross weight should be used;
    (4) Plus 10 temperature deviation should be used;
    (5) Wing and engine anti-ice should be assumed to be OFF;
    (6) Advantage may be taken of drift down from cruise altitude to 
single engine inoperative cruise altitude; and
    (7) All terrain and obstructions should be cleared by 1000 feet 
(2000 feet in driftdown).
3. Plotting Chart Showing Area of Operations. Describe how the 
flightcrew will be provided a plotting chart. Diversion distance 
circles should be plotted from en route alternates used to calculate 
the area of operations.
4. Copy of Minimum Equipment List. Show compliance with Master 
Minimum Equipment List. (For each airframe/engine combination, if 
necessary.)
5. Sample Copies.
    a. Computer flight plan,
    b. Plotting chart with annotations required for typical flight 
(e.g., ETP's, route of flight). May be shown on plotting chart 
submitted under item b., (3), above.
6. En Route Alternates.
    a. Describe how ETOPS alternates will be selected to:
    (1) Indicate compliance with landing distances, services, and 
facilities.
    (2) Show consideration of en route alternate minimums and 
crosswind component in selection of en route alternates.
    b. Show maximum crosswind component used for ETOPS alternate 
selection at dispatch.
    c. Ensure en route alternate minimums comply with Operation 
Specification paragraph C055.
    d. Show compliance with evaluation of alternate conditions 
during the en-route phase.
7. Communication and Navigation Facilities. Describe how crewmembers 
will determine adequacy of communication and navigation facilities.
8. Airplane Performance Data. For each airframe/engine combination, 
show operations manual pages used as a reference to insure 
compliance with the requirements in this AC.
9. Fuel and Oil Supply. Show how crewmembers will comply with the 
fuel and oil requirements.
10. Flightcrew member Training and Evaluation Program.
    a. Show where flight crewmember training items identified in 
Section 303 of this AC are covered.
    b. Show that any training issues, if appropriate, identified in 
the Flight Standardization Board have been incorporated in the 
training program.
11. Weather. Show how the crewmembers will obtain required weather 
information.
12. Equipment. Show how the crewmembers will comply with Sec.  
135.165 and Appendix G to part 135.
13. Plan of Validation Flight or Flights.
    a. Proposed dates,
    b. Diversion required,
    c. Revenue or non-revenue.

Appendix 3. Polar Operations Under 14 CFR Part 135

    1. Title 14 of the Code of Federal Regulations (14 CFR) part 
135, Sec.  135.98 states that no certificate holder may operate an 
aircraft in the region north of 78[deg] North latitude (``North 
Polar Area''), other than intrastate operations wholly within the 
state of Alaska, unless authorized by the Federal Aviation 
Administration (FAA). This appendix provides an acceptable means, 
but not the only means, of conducting Polar operations in accordance 
with Sec.  135.98.
    2. Since Polar operational guidance is also provided for 
certificate holders operating under 14 CFR part 121, the following 
advisory circulars (AC) may be helpful in planning Polar operations.
    a. AC 120-ETOPS, Extended Operations.
    b. AC 120-61A, In-Flight Radiation Exposure.
    3. NORTH POLAR OPERATIONS. Before conducting operations in the 
North Polar Area, a certificate holder must develop plans in 
preparation for all such flights. Certificate holders must consider 
airplane and equipment configuration requirements, and in planning, 
must also consider the following items that are unique to Polar 
operations.
    a. Airport Requirements for Designation as Polar-Diversion 
Airports. Before each flight, certificate holders must designate 
alternate airports that can be used in case an en route diversion is 
necessary. The airplane should have a reasonable assurance that the 
weather during periods when the certificate holder would need the 
services of the airport are within the operating limits of the 
airplane. The airplane should be able to make a safe landing and 
maneuver off the runway at the diversion airport. In addition, those 
airports identified for use during an en route diversion should be 
capable of protecting the safety of all personnel by allowing:
    (1) Safe offload of passengers and crewmember during possible 
adverse weather conditions;
    (2) Providing for the physiological needs of the passengers and 
crewmember until a safe evacuation is completed; and
    (3) Safe extraction of passengers and crewmember as soon as 
possible (execution and completion of the recovery should be within 
12 to 48 hours following landing).
    b. Recovery Plan for Passengers at Diversion Alternates. 
Passenger recovery plans are required for all approved and 
designated diversion airports used in part 135 operations in Polar 
areas. All certificate holders conducting North Polar operations 
must have a plan for recovering passengers at these designated 
diversion airports. The recovery plan should address the care and 
safety of passengers and crewmembers at the diversion airport.
    (1) A specific passenger recovery plan is required for each 
diversion airport listed in an operator's operations specifications 
for this operation (Operations Specification B055, North Polar 
Operations).
    (2) The certificate holder's formal passenger recovery plan 
should provide a

[[Page 53093]]

means to validate acceptable levels of infrastructure to provide for 
an orderly process for the care and well being of the passengers and 
crewmembers to include continuing safety, shelter, facilities that 
provide for physiological needs, and food. Any list of 
considerations for the passengers and crewmembers need not be an 
exhaustive list; however, in cases involving operations in demanding 
environments, plans may need to be detailed enough to provide for 
medical care, communications, methods for securing alternative 
expedited travel, extraction, and continued travel provisions for 
the crewmembers and passengers. It has generally been accepted that 
any plan should be designed to effectuate closure within 48 hours to 
be viewed as meeting the overall requirement to provide for the care 
and safety of the passengers and crewmembers.
    c. Fuel Freeze Strategy and Monitoring Requirements for Polar 
Operations. Certificate holders must develop a fuel freeze strategy 
and procedures for monitoring fuel freezing for operations in the 
North Polar Area. A fuel freeze analysis program in lieu of using 
the standard minimum fuel freeze temperatures for specific types of 
fuel may be used. In such cases, the certificate holder's fuel 
freeze analysis and monitoring program for the airplane fuel load 
must be acceptable to the FAA Administrator. The certificate holder 
should have procedures for determining the fuel freeze temperature 
of the actual fuel load on board the airplane. These procedures 
relative to determining the fuel freeze temperature and monitoring 
the actual temperature of the fuel on board should require 
appropriate levels of coordination between maintenance and the 
flight crewmember.
    d. Minimum Equipment List (MEL) Considerations for Polar 
Operations. Before receiving approval to conduct polar operations, a 
certificate holder must review their MEL for such operations and 
should amend their MEL. The following systems and equipment should 
be addressed in the MEL based on specific needs applicable to this 
operation.
    (1) Fuel Quantity Indicating System (to include a fuel tank 
temperature indicating system).
    (2) Communication system(s) needed for effective communications 
by the flight crewmember while in flight.
    (3) Expanded medical kit.
    e. Training Issues for Polar Operations. Before conducting Polar 
operations, certificate holders must ensure that flight crewmembers 
are trained on any applicable passenger recovery plan used in this 
operation. Certificate holders should also ensure that flight 
crewmembers are trained on the following items, which should be 
included in a certificate holder's approved training programs:
    (1) Atmospheric pressure at Field Elevation/Barometric pressure 
for Local Altimeter Setting and meter/feet conversion issues (flight 
crewmember training).
    (2) Training requirements for fuel freeze (maintenance and 
flight crewmember training).
    (3) General polar-specific training on weather patterns and 
aircraft system limitations (flight crewmember training).
    (4) Proper use of the cold weather anti-exposure suit, if 
required (flight crewmember training).
    (5) Radiation exposure (see AC 120-61A, In-Flight Radiation 
Exposure).
    f. Special Equipment for Polar Operations. Certificate holders 
must have at least two cold weather anti-exposure suit(s) for the 
crewmembers on the airplane if outside coordination by a crewmember 
at a diversion airport with extreme climatic conditions is 
determined to be necessary. The certificate holder may be relieved 
of this requirement based on seasonal temperatures that would render 
the use of such suits unnecessary. This determination must be made 
with concurrence of the CHDO.
    g. Additional Flight Planning Issues. In addition to the above, 
the certificate holder must have a plan to ensure communication 
capability for operations in the North Polar Area and a plan for 
mitigating crew exposure to radiation during solar flare activity.

[FR Doc. 07-4472 Filed 9-14-07; 8:45 am]
BILLING CODE 4910-13-P


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