53078 Federal Register / Vol. 72, No. 179 / Monday, September 17, 2007 / Notices 

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. 

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: 

• DOT Docket Web site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• 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. 

• Fax: Fax comments to the Docket 

Management Facility at 202–493–2251. 

• 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 

.Ryan@faa.gov. 

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. Allcargo 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 TwoEngine 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, 

§ 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 

§ 135.385 or § 135.393 and § 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 § 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, § 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 

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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 

§ 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 twoengine 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 fourengine 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 

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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 indepth 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 nontechnical 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, § 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 multiengine airplane that was manufactured 

after February 15, 2015 in accordance 

with ETOPS unless the airplane is 

certificated for ETOPS under 14 CFR 

part 25, § 25.1535. 

b. Airplanes Manufactured on or 

Before February 15, 2015. Passengercarrying, multi-engine turbine-powered 

airplanes manufactured on or before 

February 15, 2015 do not need to be 

type designed for ETOPS in accordance 

with § 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 multiengine 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 § 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. 

• Facilities (for example snow 

removal, fuel availability, aircraft rescue 

and fire fighting capability) 

• Navigation and communications 

aids 

• Construction affecting takeoff, 

landing, or ground operations 

• Air traffic facilities 

2. Runways, clearways, and stopways. 

• Dimensions 

• Surface 

• Marking and lighting systems 

• Elevation gradient 

3. Displaced thresholds. 

• Location. 

• Dimensions. 

• 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. 

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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/nogo 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 §§ 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 

§ 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 § 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 airplaneengine 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 

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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 ETOPSrelated 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 

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enters the ETOPS area of operations. 

The verification action must be 

performed using ground verification 

methods, and in some instances, inflight 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 ETOPSqualified 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 

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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 inflight 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 inflight 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 

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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 airplaneengine 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 §§ 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 multiengine 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, 

§ 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 

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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: 

• Airplane configuration, weight, 

systems status, and fuel remaining 

• Wind and weather conditions en 

route at the diversion altitude 

• Minimum altitudes en route to the 

diversion airport 

• Fuel burn to the diversion airport 

• Airport nearby terrain, weather and 

wind 

• Runways available and runway 

surface condition 

• Approach navigation aids and 

lighting available 

• Availability of crash, rescue and 

firefighting equipment 

• Facilities for passenger and 

crewmember disembarkation and 

accommodations 

• 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: 

• The fuel supply is sufficient to fly 

beyond the nearest suitable airport 

• Passenger accommodations, other 

than passenger safety 

• 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, § 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 § 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 

§ 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 

§ 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 

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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. 

BILLING CODE 4910–13–P 

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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 § 135.385 or § 135.393. The 

certificate holder should take into 

account the altitude of the airport, wind 

conditions, runway surface conditions, 

and airplane handling characteristics. 


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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 

§§ 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 § 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 

§ 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 § 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 

§ 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 airplaneengine 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, 

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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, § 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 

§ 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° 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, 

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(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, 

§§ 135.415 and 135.417) the following 

are included: 

• In-flight shutdowns 

• Diversion or turnback 

• Uncommanded power changes or surges 

• Inability to control the engine or obtain 

desired power 

• Problems with systems critical to ETOPS 

• Any other event detrimental to ETOPS 

(2) The report should identify the 

following: 

• Airplane identification (make and ‘‘N’’

number) 

• Engine identification (make and serial 

number) 

• Total time, cycles and time since last 

shop visit 

• For systems: time since overhaul or last 

inspection of the unit 

• Phase of flight 

• 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 § 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, § 135.98 states 

that no certificate holder may operate an 

aircraft in the region north of 78° 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 § 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 

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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 antiexposure 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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