Getting to Grips with ETOPS Volume I: CERTIFICATION AND APPROVAL. Flight Operations Support & Line Assistance

Transcription

1 Getting t Grips with ETOPS Vlume I: CERTIFICATION AND APPROVAL Flight Operatins Supprt & Line Assistance 1

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3 Table f Cntent Table f Cntent Table f cntents TABLE OF CONTENT FOREWORD INTRODUCTION BACKGROUND INFORMATION HISTORY ORIGINAL REGULATIONS RELIABILITY OF FIRST GENERATION OF JET ENGINES HIGH-BYPASS ENGINES, AND WIDE-BODY TWIN AIRCRAFT INITIAL 120-MINUTE ETOPS OPERATIONS MODIFICATION OF EXISTING AIRCRAFT EVOLUTIONS OF THE REGULATIONS DEVELOPMENT OF MODERN ETOPS AIRCRAFT ETOPS REGULATIONS OBJECTIVES AND CONCEPT OBJECTIVES CONCEPT ETOPS SIGNIFICANT SYSTEMS ETOPS TYPE DESIGN & RELIABILITY APPROVAL APPLICABILITY PROCESS DESIGN REQUIREMENTS Human Factrs and Safety Analyses Air Cnditining (ATA 21) Cmmunicatins (ATA 23) Electrical Generatin (ATA 24) Fire Prtectin (ATA 26) Fuel (ATA 28) Hydraulic (ATA 29) Ice and Rain Prtectin (ATA 30) Pneumatic (ATA 36) Auxiliary Pwer Unit (APU) (ATA 49) Pwer Plant (ATA 70) CERTIFICATION RESULTS ETOPS OPERATIONAL APPROVAL APPLICABILITY PROCESS THE IN-SERVICE PLAN THE ACCELERATED PLAN APPROVAL

4 Table f Cntent 4 ETOPS RELIABILITY TRACKING BOARD INTRODUCTION MONITORED ITEMS ENGINES ETOPS SIGNIFICANT SYSTEMS TROUBLESHOOTING PROCEDURES OUTCOME ETOPS DOCUMENTS CONFIGURATION, MAINTENANCE AND PROCEDURES DOCUMENT INTRODUCTION CMP COMPONENTS CMP CREATION, AND REVISION PROCESS CMP PUBLICATION OTHER ETOPS DOCUMENTS ETOPS SIGNIFICANT SYSTEMS LIST PARTS LIST ETOPS COMPLIANCE DOCUMENT ETOPS AND AIRBUS MILESTONES CERTIFICATION STATUS A300 AND A310 FAMILY AIRCRAFT A318, A319, A320 AND A321 FAMILY AIRCRAFT A330 AIRCRAFT HOW CAN AIRBUS ASSIST YOU? TRAINING COURSES CONSULTING SERVICES TECHNICAL QUESTIONS AIRBUS ETOPS ORGANIZATION ETOPS TECHNICAL DOCUMENTATION ON AIRBUSWORLD

5 Frewrd 1 FOREWORD This Getting t Grips with ETOPS is divided int three vlumes: Vlume I:, this very vlume. Its main bjective is t prvide recmmendatins that satisfy the Extended Twin OPeratinS (ETOPS) peratinal, and reliability requirements, in rder fr an airline t btain the necessary apprvals frm the presiding Natinal Airwrthiness Authrities. Vlume II: The Flight Operatins View. This vlume expands n the specificities f ETOPS flight peratins, and describes the preparatin, dispatch, and executin f an ETOPS flight. Vlume I prvides an intrductin t these specificities. Vlume III: The Maintenance View. This last vlume expands n the maintenance aspects assciated with ETOPS. Vlume I prvides an intrductin t these specificities. The purpse f this publicatin is t prvide Operatrs with the Airbus interpretatin f the applicable ETOPS regulatins, and f the assciated guidelines, and recmmendatins. If any deviatin appears between the infrmatin prvided in this brchure and that published in the applicable reference dcuments (Cnfiguratin, Maintenance, and Prcedures (CMP), Aircraft Flight Manual (AFM), and Master Minimum Equipment List (MMEL)), the infrmatin prvided in CMP, AFM, and MMEL shall prevail at all times, unless therwise stated by Airbus ETOPS/EDTO grup, and an agreement is btained frm the lcal regulatry authrities. All recmmendatins cmply with the current regulatry requirements, and are intended t assist the Operatrs in maximizing the safety, and cst effectiveness f their ETOPS peratins. All brchure hlders and users are encuraged t frward their questins and suggestins t the AIRBUS cntacts f the 6.3 HOW CAN AIRBUS ASSIST YOU? sectin. 5

6 Intrductin 2 INTRODUCTION 2.1 BACKGROUND INFORMATION ETOPS is an acrnym that was created by the Internatinal Civil Aviatin Organizatin (ICAO). It was first used t describe the peratin f a twin-engine aircraft ver a rute that cntains a pint beynd a defined threshld frm an adequate airprt. This threshld is defined by the Operatr s Natinal Airwrthiness Authrities (NAA), and is usually set t ne hur (60 min) flying time, at the apprved ne-engine inperative cruise speed. A maximum diversin time is als intrduced: It defines an area f peratin, alng the intended rute. An adequate airprt is an airprt, expected t be available, where the landing perfrmance requirements at the frecasted landing weight can be met. The airprt als has the necessary facilities and services like air traffic services, lighting, cmmunicatins, meterlgical services, navigatin aids, rescue and fire-fighting services, and at least ne apprpriate instrument apprach prcedure usable by the aircraft. 6

7 Intrductin ETOPS regulatins are applicable t rutes ver nt nly water, but als remte l, and areas like Siberia r Africa at night. Mdern twin-jet aircraft are much mre capable and reliable than aircraft frm previus generatins. Their develpment has required the rewriting f sme f the rules gverning the aviatin wrld t take int accunt these new capabilities. The civil aviatin regulatry authrities have respnded favrably t these technlgical and safety advances, and have wrked with the industry t create new sets f rules. The purpse f ETOPS is very clear: It is t prvide a very high level f safety while facilitating the use f twin-jet aircraft n rutes that were previusly restricted t three and fur-engine aircraft. T perate an aircraft under ETOPS regulatins, an airline must cmply with all f the fllwing requirements: The aircraft mdel is apprved fr ETOPS by the NAA f the manufacturer, and this apprval has been validated by the NAA f the airline The aircraft used n that rute are cnfigured, maintained, and perated as per ETOPS requirements The NAA f the airline has granted it an ETOPS peratinal apprval. ETOPS regulatins and requirements are detailed in the fllwing chapters. 2.2 HISTORY Ever since aviatin was brn, Humans have tried t fly further and further away frm their departure pints. The hundreds f yards f the Wright brthers have evlved, with time, int thusands f nautical miles. There is an extensive histry in the evlutin f the rules that led t ETOPS peratins. These peratins are nt as recent as ne wuld think: The first ne tk place in 1919 when tw Britns, Captain J. ALCOCK, and Lieutenant A. W. BROWN, crssed the Atlantic, eastward, in a twin-engine Vickers Vimy, eventually landing in an Irish peat bg after a sixteen-hur flight. Alcck, Brwn, and the Vimy at Clifden, Irel, and Original Regulatins But we had t wait until 1936 t see Pan Am perate the first transceanic passenger flight, acrss the Pacific Ocean, with a Martin M130. At the same time, the U.S. Civil Aviatin Administratin (CAA), ancestr t the Federal Aviatin Administratin (FAA), created the requirements that are still incrprated in the current sectin f the Federal Aviatin Regulatin (FAR). A Martin M130 frm Pan Am 7

8 Intrductin Ntice hw large these aircraft were: They were s huge that n runways existed at the time t accmmdate them, hence the need fr seaplanes. But these behemths wuld barely survive WWII, and disappear sn after The Laté 631 was ne f the last survivrs. She had a wingspan f apprximately 57 m, was pwered by 6 Wright R2600 (1 500 hp each), had an average Takeff Weight (TOW) f 71 T, and a range f nm fr a maximum f 46 passengers, and a crew f 5. An Air France Laté 631 The seaplanes were replaced by slightly smaller, but mre capable aircraft (Bth in terms f range, and paylad), like the Duglas DC-4.. A Duglas DC-4 frm American Airlines System The initial "60-minute rule" was established in This rule applied t all types f aircraft, regardless f their number f engines: All peratins were restricted t an en-rute area-fperatin that was within 100 nm f an adequate airprt. In thse days, fr many aircraft, 100 nm rughly crrespnded t a 60-minute flying time with ne engine inperative. The rule fcused n the pr reliability f the pistn engines that were available at the time. Its purpse was t limit the required flying time t reach an alternate airprt, and hence reduce the risk f a catastrphe by lwering, t an acceptable level, the prbability that all engines wuld fail. In ther wrds, the lw reliability level f pistn engines required that aircraft remain within 60 minutes f an adequate airprt t ensure that, if ne engine failed at any pint alng the rute, the aircraft culd land befre the remaining engine failed. But the rule was flexible: It authrized peratins beynd these 60 minutes, if a special apprval was granted by the administratr. This special apprval was based n the Operatr s experience, the type f terrain, the type f peratins, and the perfrmance f the aircraft t be used. There was n regulatry upper limit t this special apprval. This rule was als applied t three-engine aircraft, until Als in 1953, the ICAO Standing Cmmittee n aircraft perfrmance reviewed pistn-engine reliability data. The fllwing chart, extracted frm the cmmittee reprt, prvides the prbability f failure fr pistn engines vs. pwer at a cnstant engine speed f rpm: 8

9 Intrductin FAILURE PROBABILITY INCREASES WITH POWER Failure Prbability vs. Engine Hrsepwer at rpm (1953) The chart indicates that the prbability f failure increased with pwer: Fr an aircraft that required hrsepwer t cmplete a missin, a twin-engine aircraft had an engine failure prbability f (2 x 6.84), while a fur-engine aircraft had a failure prbability f 8.12 (4 x 2.03). Failure Prbabilities Fr hp Installed Fllwing this reliability review, the ICAO published a recmmendatin stating that a 90-minute diversin time, at all engine perating speed, was acceptable fr all aircraft. The mre flexible ICAO recmmendatin was selected by many nn-us regulatry authrities, and many nn- US airlines started t perate their twin-engine aircraft under this rule. Hwever, at that time, fur-engine aircraft were the queens f the sky, and twin-engine aircraft were mstly relegated t shrt, and medium range peratins. 9

10 Intrductin Therefre, fr cmmercial peratins, the twin-engine aircraft remained limited t the abvementined 60-minute threshld. This era was als the beginning f the end f the big radials: In the 1950s the first jet-pwered cmmercial aircraft, like the de Havilland Cmet, started gracing the skies. A de Havilland Cmet frm British Overseas Airways Crp Reliability f First Generatin f Jet Engines The intrductin f jet engines, like the JT8D, int civil aircraft significantly enhanced the reliability and safety f prpulsin systems. This enhancement enabled manufacturers t develp twin-engine jet aircraft that were bigger, and faster than fur-engine pistn aircraft. Pratt & Whitney JT8D Jet Engine The peratinal experience acquired with these jet engines f the first generatin, ver the last 50 years, has demnstrated that they can achieve very high levels f reliability. Statistics indicate that jet engines are much mre reliable than pistn engines, and prpulsin-related accidents have been significantly reduced when cmpared t pistn-engine aircraft High-bypass Engines, and Wide-bdy Twin Aircraft By the early 1980s, great advances had been made in the aircraft peratinal envirnment, design reliability, and integrity. These advances were based n the highly satisfactry experience f the first generatin f jet engines, and the knwledge gained frm the peratinal intrductin f the Pratt & Whitney JT9D, the General Electric CF6, and the Rlls- Ryce RB211 large high-bypass engines. General Electric CF6-80 Jet Engine The Operatrs culd see the advantage f perating their twin-jets in accrdance with ICAO rules, n rutes where, by the ld rules, they were frced t use three and fur-engine aircraft. One example f these new twin-jet aircraft was the A300B2/B4, that was als the first twin-aisle 10

11 Intrductin twin-jet aircraft, usable n rutes up t 90-minute maximum diversin time, e.g. acrss the Caribbean Sea r the Indian Ocean. In additin, in these nearly 40 years, jet peratins have demnstrated that, cntrary t pistn engines, the failure prbability f a jet engine is neither affected by the thrust nr by the size f the engine. The failure rates f sme f the large high-bypass engines are similar t the JT8D failure rate, and are nearly ten times better than pistn engines. Therefre, nw, the prbability f an engine failure is higher n a quad-jet than n a twin-jet. FAILURE PROBABILITY DOES NOT INCREASE WITH POWER Failure Rate per hurs vs. Jet-Engine Thrust Initial 120-minute ETOPS Operatins The greatest initial interest in 120-minute rules ETOPS peratins was ver the Nrth ATlantic (NAT). The highly cmpetitive nature f NAT peratins made the use f wide-bdy twin-jets very attractive. Hwever, under the 60-minute rule, peratins required indirect rutings (Usually referred t as randm rutes), and the use f en-rute alternate airprts that have limited airprt services, and facilities, and are subject t frequent weather limitatins. NAT peratins under a 120-minute rule wuld enable Operatrs t use the minimum cst rutings (Organized Tracks System), and enable the use f alternates that are prperly equipped t supprt a diverting aircraft. All f this slwly led the Authrities and the industry t realize that technical advances in airframe, avinics, and prpulsin had created the need, and the pprtunity, t define a new type f peratin. All twin-jets culd then be designed with perfrmance, and safety enhancements that allwed them t safely fly sectrs that were histrically restricted t three and fur-engine aircraft. The advent f the A , A310, 757, and 767, as well as a new generatin f high-bypass engines prvided twin-jets with the efficiency, safety, and range/paylad capabilities, that made the ld 60-minute rule restrictin inapprpriate. 11

12 Intrductin An Airbus A frm Singapre Airlines Althugh a limited number f extended diversin-time peratins had been cnducted as permitted by the ld ICAO 90-minute guidelines, ETOPS, as it is tday, began in the early 1980s: The ICAO set an ETOPS Study Grup that had the fllwing bjectives: T examine the feasibility f extended-range peratins with these new twin-jets T define the special criteria that Operatrs and Manufacturers shuld apply t ensure that these peratins were cnducted with a very high level f safety. The ICAO Study Grup recmmended that a new ICAO rule be established t recgnize the capabilities f these new aircraft, and the limitatins f the lder nes. The end result was an amendment t ICAO Annex 6, that, unless the aircraft culd meet special ETOPS safety criteria, recmmended that all turbine-pwered aircraft be restricted t 60-minute flying time, at ne-engine-inperative speed, frm an adequate airprt. At the same time, the FAA als began the initial wrk that resulted, in 1985, in Advisry Circular (AC) This AC established the criteria fr apprval f a deviatin, in accrdance with FAR , t increase the ETOPS area f peratin t 120-minute flying time, at neengine-inperative speed, under standard cnditins, and in still air. In light clr, the areas cvered by the 120-minute rule Several ther civil aviatin regulatry authrities als published ETOPS criteria including the Civil Aviatin Administratin (CAA) - UK, Directin Générale de l Aviatin Civile (DGAC) - France, Transprt Canada, Department f Transprt (DOT) - Australia, and CAA - New Zealand, during the same time perid. Many ther cuntries relied n the guidance prvided in the ETOPS amendments t ICAO Annex 6. 12

13 Intrductin Mdificatin f Existing Aircraft Althugh there were several aircraft that culd cmply with ETOPS perfrmance requirements, and that had the range/paylad capabilities t make ETOPS peratins ecnmically feasible, there were n aircraft capable f meeting the aircraft system, and prpulsin system requirements at the time that the ETOPS rules were being develped. Therefre, the first ETOPS aircraft were mdified versins f aircraft riginally intended fr nn-etops peratins. These mdificatins were necessary t enhance the reliability f prpulsin systems, and t enhance the redundancy, and perfrmance f electrical, hydraulic, and avinics systems. As a matter f fact, an additinal electrical generatr was added t mst f these aircraft t prvide fur independent surces f alternative electrical pwer, t ensure that all critical systems be cntinuusly supplied with electrical pwer withut a time limitatin. On Airbus aircraft, this additinal generatr is hydraulically driven Evlutins f the Regulatins In 1988, the success f 120-minute ETOPS peratins led the authrities, and the industry t cnsider the pssibility f 180-minute ETOPS peratins. Operatrs were very interested in the implementatin f 180-minute ETOPS, because it meant that almst all existing rutes in the wrld culd be serviced by twin-jets, in particular rutes acrss the Pacific Ocean. In additin t the majr design enhancements incrprated in ETOPS aircraft, enhancements in high-bypass engine reliability made 180-minute peratins pssible. In light clr, the areas cvered by the 180-minute rule The FAA published AC "A" n December 30, 1988, that prvided the criteria fr 75- minute, 120-minute, and 180-minute peratins. On January 18, 1989, the FAA apprved the first 180-minute ETOPS peratin. Since then, ETOPS peratins have cntinuusly increased n the Nrth Atlantic rutes where, actually, mre twin-jets are flying than tris r quads, as well as n mst lng range rutes acrss, and between the five cntinents. In 1993, the Eurpean Jint Airwrthiness Authrities (JAA) develped their wn criteria, Infrmatin Letter (IL) 20/Advisry Material Jint (AMJ) , that cmbined the best pints frm the individual Eurpean rules, and frm the FAA criteria. 13

14 Intrductin In 2007, the FAA published a new ExTended OPeratinS (ETOPS) regulatin, based n the previus ETOPS, but als applicable t tris, and quads. The Civil Aviatin Safety Authrity (CASA) frm Australia then published a new regulatin named Extended Diversin Time Operatins (EDTO), als applicable t tris, and quads. The ICAO fllwed sn after, and created a special peratins task frce t make new recmmendatins, als taking int accunt tris, and quads. In 2010, based n the latest evlutins f the industry and the demnstrated safety f 180- minute ETOPS, the Eurpean Aviatin Safety Agency (EASA), that replaced the JAA, published a new set f criteria, the Acceptable Means f Cmpliance (AMC) 20-6 Rev 2. This AMC prvides the criteria that Operatrs and Manufacturers shuld apply t get apprvals fr diversin times exceeding 180 minutes (Als knwn as Beynd 180 min ). AMC 20-6 Rev 2 is applicable nly t twin-jets, and is still applicable at the time this brchure is published. These new ETOPS rules als clarify, and prvide mre frmal definitins f exemptins like the increase f the maximum diversin time t 207 min fr NOrthern PACific (NOPAC) peratins Develpment f Mdern ETOPS Aircraft The success f ETOPS peratins, the safety benefits assciated with the ETOPS-led designs, and the large ecnmic benefits prvided t ETOPS Operatrs have had a pwerful effect n the design f all mdern twin-jets. Thanks t ETOPS peratins, it is nw ecnmically feasible t build very large twin-jets. These new aircraft, like the Airbus A330 and the Airbus A350XWB, have even better safety features, and higher perating perfrmances than cmparable tris, and quads. In additin, these new aircraft have a better range than previus generatins and can perate n Plar rutes and rutes in sme remte areas f the suthern hemisphere. In fact, these new aircraft have been the driving frce behind the new Beynd 180 min rule. The Airbus A350XWB, the latest generatin 14

15 The ETOPS Regulatins 3 ETOPS REGULATIONS 3.1 OBJECTIVES AND CONCEPT Objectives The main bjectives f the initial ETOPS rules, back in 1985, were: Ensure an verall level f peratinal safety cnsistent with that f mdern three-, and fur-engine aircraft The design f an ETOPS twin-jet must ensure that the peratin f the said twin-jet is, at least, as safe as a tri- r a quad-jet used n the same rute. Let us use the engines as an example. Aircraft engines d nt nly prduce thrust. They are als a surce fr the electrical, hydraulic, and pneumatic systems f the aircraft. Here are tw aircraft designed withut any ETOPS cnstraints: In nrmal peratins, with all engines perating, the available electrical pwer is: 100% 100% With ne engine inperative, the available electrical pwer is: 50% 75% 15

16 The ETOPS Regulatins In rder t cmply with ETOPS requirements, the twin-jets are equipped with an additinal electrical generatr t cpe with the pssible lss f an engine. This additinal generatr can be the generatr f the APU: With ne engine inperative the available electrical pwer is: 100% 75% But ETOPS des nt cver nly the electrical system: Other aircraft systems are designed t cmply with ETOPS requirements. They are: The FIRE system (ATA 26) The FUEL system (ATA 28) The HYDRAULIC system (ATA 29) The ANTI-ICE system (ATA 30) The PNEUMATIC system (ATA 36), etc. In additin, ETOPS-capable aircraft have mre reliable, and/r redundant systems: The engines, and the APU are cntinuusly mnitred by maintenance teams, in rder t assess their reliability The fire system des nt cver nly the engines r the APU: The carg hlds als have a dedicated fire prtectin that can cntrl a fire fr the entire duratin f the diversin, plus an additinal 15 minutes These reliabilities and redundancies minimize the crew wrklad, even in the case f a failure. Hwever, these redundancies have ne drawback: The cnsequence f a simultaneus maintenance errr n parallel systems can affect safety. With dual maintenance perfrmed n tw identical engine-munted systems, the ptentially affected systems are: Tw ut f tw Tw ut f fur Ensure safe peratins n rutes distant frm diversin airprts ETOPS d nt address nly the design f aircraft systems. These regulatins als take the fllwing peratinal cnsideratins int accunt: The flight crew must always knw the weather cnditins at each alternate airprt alng the rute There must be sufficient fuel nbard, at departure, t reach an alternate airprt, even if the wrst scenari unflds. 16

17 The ETOPS Regulatins Cncept These bjectives are still in frce tday. In rder t satisfy them, the ETOPS cncept, implemented nearly 30 years ag, has nt changed. It can be summarized by the fllwing wrds: Preclude, and prtect the diversin. Preclude In rder t ensure the highest level f safety fr peratins, diversins have t be precluded, as much as pssible. T preclude diversins, aircraft manufacturers and Operatrs must apply bth f the fllwing: Prtect First, the manufacturer must design a reliable aircraft. As already mentined, the design includes nt nly the airframe, but als the engines, and aircraft systems. This reliable aircraft design must minimize the ccurrence f failures. This is demnstrated by the manufacturer, with the ETOPS Type Design & Reliability Apprval (Certificatin) f the aircraft. Secnd, the Operatr must maintain this high level f reliability via the fllwing actins: The implementatin f specific maintenance precautins, and f cnservative practices, like aviding simultaneus maintenance actins n parallel systems The demnstratin f its readiness t perate under ETOPS regulatins. These actins are necessary t grant the ETOPS Operatinal Apprval t the Operatr. If a diversin cannt be avided, it must be perfrmed in the safest way pssible. This is als achieved in tw steps: First, the manufacturer must implement the systems and functins required t ensure a safe diversin and a safe landing. The manufacturer must ensure a high level f perfrmance fr these systems, in bth nrmal and degraded mdes f peratin, and demnstrate this perfrmance t btain the ETOPS Type Design & Reliability Apprval (Certificatin) f the aircraft. Secnd, the Operatr must be able t cpe with adverse perating cnditins, by having peratinal plans in place, t prtect the passengers and crew. The Operatr must demnstrate this ability, in rder t btain the ETOPS Operatinal Apprval. Bth ETOPS Type Design & Reliability, and ETOPS Operatinal apprvals are necessary t perate under ETOPS regulatins ETOPS Significant Systems Fr ETOPS, sme aircraft systems are very imprtant, in rder t preclude and prtect the diversin. They are called ETOPS significant systems. ETOPS regulatins define significant systems, as fllws: Systems fr which a failure may affect the safety f an ETOPS flight (Preclude) Systems that must be perative t ensure a safe flight and a safe landing, in the case f a diversin (Prtect). In fact, the same wrding ETOPS significant systems is used t cver three different cases: Systems that require precautins t avid multiple maintenance errrs Systems that require a specific reliability mnitring fr ETOPS Systems fr which a failure must be reprted t the Authrities, fr safety reasns. 17

18 The ETOPS Regulatins The Airbus apprach is t take int accunt these three different types f systems: Maintenance significant systems, are systems fr which it is necessary t apply specific precautins t avid multiple human errrs (e.g. n these systems, the same mechanics shuld nt perfrm a maintenance task n tw channels at the same time, unless a dual verificatin is perfrmed). This list f maintenance significant system is als taken int accunt in the frame f ETOPS Service Check r verificatin prgram definitin ETOPS significant systems, are systems that require an ETOPS reliability mnitring (Mnitring f the failure rate trend) ETOPS reprt items, are the ccurrences related t ETOPS significant systems, fr which the Authrities want a peridic reprting and analysis (Event-riented reprting f in-service ETOPS ccurrences). ETOPS significant systems are further categrized int tw grups, called Grup 1, and Grup 2. These grups were intrduced bth in the new EASA and FAA ETOPS regulatins, in assciatin with the ETOPS significant system list. Grup 1: The identificatin f ETOPS Grup 1 systems is related t the assessment f the cnsequence f an engine failure. Therefre, Grup 1 systems are typically specific t twin-engine aircraft cmpared t fur-engine aircraft. Grup 2: Grup 2 systems are usually cmmn t tw, three, and fur-engine aircraft. They are nt cncerned by the additinal requirements related t reliability demnstratin, because it is cnsidered that the basic type certificatin exercise adequately cvers the need. Nevertheless, the cnsequence f the failure f a Grup 2 system wuld still require t be addressed in the frame f the reliability (And maturity) demnstratin fr ETOPS, and any required crrective actin culd be mandated further t an assessment f the impact f the cncerned system failure n the safety f the flight. Nte: Due t the fact that additinal requirements apply t Grup 1 systems, this classificatin is nly necessary fr the aircraft manufacturer when cnducting the ETOPS reliability demnstratins fr an Early ETOPS apprval (See ETOPS TYPE DESIGN, AND RELIABILITY APPROVAL - Prcess, here-belw). The bjective f these demnstratins is t validate the reliability f the aircraft at entry int service, in accrdance with the early ETOPS certificatin prcess. These reliability demnstratins are required nly fr ETOPS Grup 1 systems. 3.2 ETOPS TYPE DESIGN & RELIABILITY APPROVAL Applicability The ETOPS Type Design & Reliability apprval is the ETOPS certificatin f the aircraft. The aircraft manufacturer is respnsible fr btaining it. The Primary Certifying Authrity f the manufacturer is in charge f the issuance f this certificatin, i.e. the EASA fr Airbus. This authrity can be secnded by ther validating authrities, fr example, the FAA. But what ETOPS rules must aircraft manufacturers apply? Aircraft manufacturers must apply the ETOPS rules that are valid at the time f applicatin fr certificatin. Fr example: Fr aircraft certified by the EASA, and with applicatins submitted befre 2011 (e.g. A320, A min ETOPS, etc.), aircraft manufacturers shuld apply AMC 20-6 Rev 1. Frm then n, AMC 20-6 Rev 2 is applicable. Nte: The A350 culd have als been certified against AMC 20-6 Rev 1, but, as a Beynd 180 min maximum diversin time was targeted, AMC 20-6 Rev 2 was selected instead. Fr aircraft certified by the FAA befre 2007 (e.g. A320, A310, B737, B767, etc.), aircraft manufacturers shuld apply AC120-42A. Frm February, 15, 2007, AC120-42A has been replaced by the FAA PART 21, 25, and 33 certificatin rules. ICAO Airwrthiness manual 9760, and ICAO Standard And Recmmended Practices (SARPs) Annex 8 include additinal guidelines. 18

19 The ETOPS Regulatins In additin, ETOPS certificatins granted befre the publicatin f newer ETOPS peratinal criteria remain valid. This is further detailed in the regulatins themselves. Fr example, EASA AMC 20-6 Rev 2, in chapter 1 - sectin 1, states: Nte: Once granted, the ETOPS Type Design & Reliability Apprval can be revked: An ETOPS Reliability Tracking Bard (ETOPS RTB) perfrms a cntinuus mnitring f the reliabilities f aircraft systems, APU and engines. If the reliabilities d nt reach the Airwrthiness Authrities expectatins, the maximum diversin time can be reduced, r the ETOPS certificatin revked. (Refer t chapter 4: ETOPS RELIABILITY TRACKING BOARD.) Aircraft manufacturers must btain the ETOPS Type Design & Reliability Apprval befre Operatrs can apply fr the ETOPS Operatinal Apprval Prcess The manufacturer must demnstrate the cmpliance f the candidate aircraft with f all the design prvisins, and reliability bjectives f the applicable ETOPS rules. Design: The certifying Airwrthiness Authrities cnduct a design review f the aircraft, based n the certificatin dcuments prvided by the aircraft manufacturer. They publish the result f their investigatin in a dcument called Design Cmpliance Findings. Reliability: The ETOPS RTB is initiated during the flight tests f the candidate aircraft. Its members cme frm the authrities and frm the aircraft, and engine manufacturers. The purpse f the ETOPS RTB is t review the service data f the aircraft, and amend the ETOPS requirements f the aircraft, if necessary. The ETOPS RTB cntinues after the certificatin f the aircraft is btained. An aircraft manufacturer can btain the ETOPS certificatin in ne f the fllwing tw ways: Via an in-service apprval, that requires sme engine-peratin experience n the candidate aircraft: Fr the EASA: Up t engine hurs Fr the FAA: Up t engine hurs. Via an early ETOPS apprval: It enables the aircraft manufacturer t btain an ETOPS certificatin with very little r n previus experience It is a prcess-based apprach, that requires extensive maturity, and reliability demnstratins with the candidate aircraft, fr example: Grund tests: Engines, and APU endurance bench tests (3 000 cycles) Specific flight tests, with the fllwing scenaris: Maximum duratin flights Maximum duratin flights with One Engine Inperative (OEI), with simulated diversin scenaris Flights perfrmed in degraded system cnfiguratins (e.g. single electrical generatr, single engine bleed, etc.) Operatins and reliability demnstratins. Lessns learned analysis: The manufacturer demnstrates that the new aircraft design takes int accunt previus prgram Airwrthiness Directives (ADs) Technical Transfer Analysis: The new aircraft design must take advantage f technlgy transfers and experience gained frm previus prgrams, etc. This prcess invlves a clse mnitring, by the Authrities, f the reliability demnstratins. 19

20 The ETOPS Regulatins The next chapter describes the abve-mentined design requirements and explains the EASA and FAA differences Design Requirements Human Factrs and Safety Analyses The manufacturer must demnstrate that the crew wrklad is minimized under failure cnditins, fr the maximum diversin time/distance. Since the flight crew wrklad may increase during a diversin, an assessment is made t ensure that the safety f the flight des nt require mre than average pilting skills r crew crdinatin. Flight test campaigns are then perfrmed t validate this acceptable flight crew wrklad, and the adequacy f the flight crew prcedures (Nrmal, abnrmal, and emergency prcedures). The fllwing are examples f flight test scenaris, that cmbine flights with ne engine inperative, and system failure simulatins: Diversin in electrical emergency cnfiguratin Emergency descent t, and diversin at, Flight Level (FL) 100 r t the Minimum Safety Altitude (MSA) Failure f the autpilt and autthrust, etc. Safety analyses (Functinal Hazard Analyses (FHAs) and System Safety Analyses (SSAs) are reviewed t define the maximum permissible diversin time. The crrespnding time limitatin f the Mst Time Limited System (MTLS), ther than the Carg Fire Suppressin System, is then published in the Flight Manual. The fllwing rule prvides the relatinship between the maximum permissible diversin time, and the time limitatin f the MTLS: MTLS time limitatin ETOPS diversin time + 15 min Air Cnditining (ATA 21) The manufacturer must demnstrate that an apprpriate cckpit and cabin envirnment is preserved in the case f cmbined prpulsin and electrical system failures, that are nt shwn t be extremely imprbable (e.g. in electrical emergency cnfiguratin). The manufacturer must als demnstrate that an excessive temperature in the avinics cmpartment is extremely imprbable. On Airbus twin-engine aircraft, cabin pressurizatin and equipment cling are ensured by either f the fllwing systems: A single engine air-bleed system, r The APU air-bleed system, up t ft Cmmunicatins (ATA 23) The manufacturer must demnstrate that an apprpriate cmmunicatin system is installed: One vice-based cmmunicatin system is required fr all ETOPS peratins Fr the FAA: A SATCOM Vice is required fr Beynd 180 min ETOPS peratins In areas where SATCOM is nt available (i.e. plar regins), r des nt supprt vice cmmunicatin, a backup vice system is required (HF) Electrical Generatin (ATA 24) The manufacturer must demnstrate that the electrical generatin system cmplies with the fllwing design requirements: An ETOPS aircraft must be equipped with at least three reliable independent generatrs In the case f an engine failure, the remaining electrical pwer must be sufficient t ensure a safe flight and a safe landing, i.e. each generatr must be capable f supplying 20

21 The ETOPS Regulatins sufficient electrical pwer, in rder t ensure the safety f the flight and landing, even under adverse perating cnditins In the case f Beynd 180 min ETOPS peratins: Fr the EASA: A furth generatr is required, unless the aircraft manufacturer can demnstrate that the lss f the three independent surces is extremely imprbable Fr the FAA: A furth generatr is required t pwer ne crss-feed valve, and ne fuel bst pump in each tank. On Airbus twin-engine aircraft, the electrical generatin is ensured by: On A300/A310, A318/A319/A320/A321, and A330 family aircraft: Tw engine-driven Integrated Drive Generatrs (IDGs) One APU-driven generatr (APU GEN) One hydraulically-driven Cnstant Speed Mtr/Generatr (CSM/G) (Als called Emer Gen r St, and-by Gen) supplied by the main hydraulic circuit (Green r blue depending n the aircraft family) On the A350: Fur engine-driven Variable Frequency Generatrs (VFGs) (That represent the three independent electrical surces) One APU GEN. The fur generatrs are independent versus any single cause event (lcal fire, mechanical damage, uncntained engine failure, etc.) In additin, thanks t the fur independent surces: There is n need t start the APU in ETOPS area, The dispatch with the APU inperative may be permitted (MMEL) Fire Prtectin (ATA 26) The manufacturer must demnstrate that the aircraft has an apprpriate carg fire suppressin system (Bth in terms f capability & reliability): The carg fire prtectin system must cver the maximum apprved diversin time with an additinal 15 minutes fr hlding, and/r apprach, and landing : e.g. the necessary minimum prtectin times fr 120-minute ETOPS, and 180-minute ETOPS are, respectively, 135 minutes, and 195 minutes These prtectin times are demnstrated by flight tests. They are cnsidered as a time limitatin, and inserted in the AFM, FCOM, and ETOPS CMP Dcument. On Airbus twin-engine aircraft, the capability f the carg fire prtectin system depends n the aircraft families: On the A330, the carg hld is prtected fr up t 260 minutes. This is apprpriate fr ETOPS 180 min, and fr Beynd 180 min ETOPS peratins (Hwever limited t a 245-minute diversin time) On A320 family aircraft, tw ptins are available fr the carg fire suppressin system: 135-minute, and 195-minute prtectin times. These are apprpriate fr, respectively, ETOPS 120-minute, and 180-minute peratins. Hwever, fr all Airbus aircraft, the reliability f the fire prtectin system is such that, even in electrical emergency cnfiguratin (Aircraft electrically pwered by the CSM/G nly): The fire detectin and extinguishing capabilities are still ensured fr the engines and the APU The smke detectin, ventilatin cntrl, and heating cntrl are still available fr the carg hlds The smke detectin is still peratinal fr the avinics cmpartment. 21

22 The ETOPS Regulatins Fuel (ATA 28) The manufacturer must demnstrate that the fuel system cmplies with the fllwing design requirements: In the case f ne engine inperative, the fuel crss-feed t the remaining perating engine must be prtected against additinal single malfunctins: On the A320, the fuel crss-feed valve is designed s that a test befre departure is sufficient t satisfy this requirement, On the A330, the fuel crss-feed is available via the nrmal crss-feed gallery r, in the case f a failure, via the refueling gallery. Nrmal A330 Fuel Crss-Feed Alternate A330 Fuel Crss-Feed 22

23 The ETOPS Regulatins The effect f turbulences, and negative lad factrs n engine peratin must be evaluated if: The fuel bst-pumps are nt pwered (e.g. limitatin in CSM/G cnfiguratin), r The lss f all fuel bst-pumps is nt classified as extremely imprbable. A320 family aircraft are the nly Airbus twin-engine aircraft fr which a lss f all fuel bst-pumps is nt classified as extremely imprbable. Flight tests were perfrmed in rder t demnstrate the gravity feeding capabilities f the A320 family aircraft. In additin, fr Beynd 180 min ETOPS peratins, the FAA requires that: An alert appears t infrm the flight crew when the available fuel quantity t the engines ges belw the required fuel quantity t fly t the destinatin. The alert must be triggered when there is sufficient remaining fuel t safely cmplete a diversin. It must als accunt fr abnrmal fuel management r transfer between tanks, and pssible lss f fuel. On the Airbus twins that are qualified fr Beynd 180 min ETOPS peratins, the fllwing alerts satisfy the abve-mentined FAA requirements: A FUEL FU/FOB DISCREPANCY ECAM alert. This alert is triggered if there is a difference between the initial Fuel On-Bard (FOB) and the sum f the current FOB, and Fuel Used (FU). It indicates a pssible fuel leak. An FMS lw fuel alert. This alert is triggered when the Estimated Fuel On-Bard (EFOB) at destinatin (DEST EFOB) is strictly belw the minimum fuel required t reach the destinatin (MIN DEST FOB). By default, MIN DEST FOB is equal t the sum f the alternate (ALTN) and FINAL fuel quantities (MIN DEST FOB = ALTN + FINAL). A nrmal A330 FUEL PRED page that displays the MIN DEST FOB 23

24 The ETOPS Regulatins An abnrmal A330 FUEL PRED page that displays the EFOB at destinatin < MIN DEST FOB The EXTRA fuel quantity is equal t the difference between the DEST EFOB, and MIN DEST FOB fuel quantities (EXTRA = DEST EFOB - MIN DEST FOB). Therefre, the alarm is triggered when the EXTRA fuel quantity is negative. Nte: When the alarm is triggered, the remaining fuel quantity is sufficient t cmplete a diversin Hydraulic (ATA 29) The manufacturer must demnstrate that, in the case f an engine failure, the remaining hydraulic pwer is sufficient t safely fly and land the aircraft. The fllwing are tw examples f hydraulic system architectures, fund n Airbus twin-engine aircraft, that cmply with the abve-mentined requirements: 24

25 The ETOPS Regulatins On the A330: A330 Hydraulic System The aircraft is equipped with three independent hydraulic circuits: The GREEN, BLUE and YELLOW circuits. In nrmal peratins, each engine pressurizes tw circuits: Engine 1 pressurizes the GREEN and BLUE circuits Engine 2 pressurizes the GREEN and YELLOW circuits. 25

26 The ETOPS Regulatins If ne engine fails, nly ne circuit is lst: e.g. in the case f Engine 1, the BLUE circuit is lst. The fllwing diagram indicates what are the systems affected by the lss f the BLUE hydraulic circuit. Engine 1 is INOP: The BLUE circuit is lst Due t the fact that all critical items have a minimum f tw hydraulic pwer surces, nly a few items are lst: Flight cntrl system: Only ne pair f spilers (2 and 3) is lst n each wing. All the ther flight cntrls have multiple pwer surces Brake system: The alternate braking and the parking brake are lst Engines: Engine 1 thrust reverser is lst (Only fr Rlls Ryce and Pratt & Whitney engines). This means that the failure f ne engine des nt cause any lss f critical items. 26

27 The ETOPS Regulatins On the A350: A350 Hydraulic System The aircraft is equipped with tw independent hydraulic circuits: The GREEN, and YELLOW circuits. In nrmal peratins, each engine pressurizes bth circuits. If ne engine fails, n circuit is lst, as each circuit is pressurized by tw Engine-Driven Pumps (EDPs), ne per engine. 27

28 The ETOPS Regulatins Ice and Rain Prtectin (ATA 30) The manufacturer must demnstrate that the ice and rain prtectin system cmplies with the fllwing design requirements: The aircraft must be able t safely perfrm a diversin in icing cnditins, including the landing. In additin, if the aircraft is in electrical emergency cnfiguratin (i.e. supplied nly by the CSM/G), the fllwing functins must remain available: The engine air-intake anti-ice The wing anti-ice At least ne alpha-prbe anti-ice At least ne pitt-prbe anti-ice. Ntes: 1) The EASA, and the FAA state that a weather radar is necessary, if icing cnditins can be encuntered. This weather radar is nt required t be available if the aircraft is pwered by its CSM/G. 2) The effects f ice accretin n unprtected surfaces must be accunted fr (Fuel, perfrmances, etc.) Pneumatic (ATA 36) The pneumatic system supplies: The air cnditining, and pressurizatin system (ATA 21) The pressurizatin f the hydraulic reservirs (ATA 29) The wing anti-ice functin (ATA 30) The engine start functin (ATA 70). Nte: Engine-nacelle anti-ice & wing leading-edge ventilatin are separately supplied (Respectively frm the engine High Pressure Cmpressr (HPC), and frm a wing NACA ram-air inlet). The manufacturer must demnstrate that the pneumatic system cmplies with the fllwing design requirement. If the aircraft is in electrical emergency cnfiguratin, during a diversin with ne engine inperative, the bleed system must remain perative: The crss-bleed valve, and ne Bleed Mnitring Cmputer (BMC) are kept pwered All detectrs (pressure, temperature, verheat, leak, etc.) and valve psitins are maintained The pneumatic valve clsure behavir remains unchanged. Nte: Parts f this requirement are derived frm ATA 21, and ATA 30 requirements. Fr additinal infrmatin, please refer t the abve-mentined ATA chapters Auxiliary Pwer Unit (APU) (ATA 49) The manufacturer must demnstrate that the APU cmplies with the fllwing design requirements: The APU installatin must cmply with nrmal certificatin requirements. The APU must cmply with additinal ETOPS requirements related t its intended functin (e.g. the third electrical generatr): The APU must demnstrate an in-flight start capability f at least 95 %, up t the maximum perating altitude (Fr aircraft that d nt nrmally require APU peratin in ETOPS sectrs) The APU must be sufficiently reliable fr ETOPS peratins: It must demnstrate a maximum failure rate f 10 E-3 per APU perating hur (Equal t a Mean Time Between Failure (MTBF) f minimum hr) The manufacturer must demnstrate the cmpliance with the abve-mentined requirements, via an Early ETOPS demnstratin (in the case f ETOPS at EIS), and in-service experience. 28

29 The ETOPS Regulatins Pwer Plant (ATA 70) There are n specific ETOPS design requirements related t the pwer plant, hwever, the manufacturer must ensure all f the fllwing: ETOPS engines must be equipped with an il tank filler cap. An engine failure, cntained r nt, must nt adversely affect the remaining systems r equipment: i.e. In the case f single engine peratins, the system redundancies must be adequate. The engines must cmply with ETOPS reliability bjectives, i.e. the In-Flight Shut-Dwn (IFSD) target rates. The cmpliance with these reliability bjectives must be demnstrated via: In-service experience, r An Early ETOPS exercise in the case f ETOPS at EIS. Ntes: 1) The IFSD target rates depend n the maximum authrized diversin time: 0.05/1 000 engine hurs fr ETOPS 120 min 0.02/1 000 engine hurs fr ETOPS 180 min 0.01/1 000 engine hurs fr Beynd 180 min ETOPS. 2) The IFSD target rates are cmputed, based n wrld-fleet data, n a 12-mnth rlling average. Reviews f the prpulsin-system data and f in-service experience shuld be cnducted: By the certificatin team, befre the first ETOPS Type Design & Reliability apprval (Initial certificatin f the aircraft), and By the dedicated ETOPS RTB, n a cntinuing basis thereafter. (Refer t chapter 4: ETOPS RELIABILITY TRACKING BOARD.) Certificatin Results In rder t assess the ETOPS capability f the aircraft, the Regulatry Authrity analyses the IFSD rate f the prpulsin system, and ther in-service events (Bth in-flight, and n the grund), related t the engine, its assciated equipment and ther aircraft systems. The maximum authrized ETOPS diversin time fr the candidate aircraft mdel/engine cmbinatin is then granted, based n the Airwrthiness Authrities' engineering judgment, that quantifies the prpsed reliability slutin, and the predicted reliability level. 3.3 ETOPS OPERATIONAL APPROVAL Applicability The Operatr is respnsible fr btaining the ETOPS Operatinal Apprval, that is granted by the Operatr s lcal NAA. The ETOPS criteria f this lcal NAA may be different frm the EASA r FAA nes. In rder t btain the ETOPS Operatinal Apprval, the Operatr has t demnstrate its cmpliance with these requirements. This impacts the entire Operatr s rganizatin (i.e. flight peratins, and maintenance). But what ETOPS requirements shuld Operatrs apply? Operatrs shuld apply the ETOPS requirements that are valid at the time f applicatin fr apprval, i.e. as f September 2014: Fr EU-OPS Operatrs (EASA): AMC 20-6 Rev 2, Chapter III OPERATIONAL APPROVAL CONSIDERATIONS Fr FAR 121 Operatrs (FAA): AC B, Chapters 4 & 5 Fr CAA Operatrs: CAP 513 Fr DGAC Operatrs: CTC 20 Fr TC Operatrs: TP6327, etc. 29

30 The ETOPS Regulatins Hwever, cntrary t the ETOPS Type Design & Reliability Apprval, the Operatr must take int accunt, and apply, any update f the riginal regulatin that may appear after the apprval is granted. Here, again, this apprval is subject t a cntinuus review by the lcal authrity. This ensures that the Operatr achieves and maintains the desired quality levels Prcess In rder t btain an ETOPS Operatinal Apprval, the Operatr must demnstrate that it crrectly manages the required ETOPS prcesses, i.e. in the fields f flight peratins, and maintenance. The Operatr must prepare the varius dcuments required fr the apprval: The desired Maximum Diversin Time (MDT) that cannt be greater than the certified maximum authrized ETOPS diversin time f the aircraft mdel/engine cmbinatin Fr the flight peratins, an ETOPS manual that cntains: The necessary ETOPS prcedures The intended ETOPS area f peratin, including the selected ETOPS rutes The selectable alternate airprts The recvery plans, if necessary The flight planning specificities, like: The effects f sme aircraft system failures n the available flight-time (The Time Limited Systems (TLS)) A weather study n the intended rutes, and selectable alternate airprts, etc. The in-flight prcedures, als included in the perating manuals, and related t the fllwing subjects: Cmmunicatins, Flight mnitring, Decisin-making prcess, t help the flight crew in the case f a diversin, etc. Fr the maintenance: An ETOPS manual that cntains: All ETOPS maintenance prcedures The ETOPS maintenance plan, and the assciated sftware The ETOPS tasks identificatin. A mnitring prgram, that takes int accunt the il cnsumptins f the engines and f the APU, the recrding f the in-flight start capabilities f the APU, and the assciated sftware A reliability mnitring prgram, and the assciated sftware An ccurrence reprting prgram, als with the assciated sftware. The fllwing key persnnel frm the Operatr must be nminated, trained, and be able t acquire ETOPS experience: The ETOPS crdinatr The check airmen The flight crews The cabin attendants, if a recvery plan exists The dispatchers The line maintenance crews. This full training prgram must als be dcumented, and presented t the NAA. Nte that all dcuments subject t legal apprval are signed and stamped by the NAA. 30

31 The ETOPS Regulatins There are tw methds t btain the ETOPS Operatinal Apprval: The in-service plan, and the accelerated plan. The Operatr selects ne plan r the ther, depending n its experience and n the existing time cnstraints The In-Service Plan This methd was previusly knwn as the Cnventinal ETOPS. In rder t btain the ETOPS Operatinal Apprval via this methd, the Operatr must have ne t tw years f inservice experience with the specific aircraft mdel/engine cmbinatin. The in-service experience limits the desired MDT, as fllws: One year f nn-etops experience fr up t 120 min apprval One year f 120 min experience fr up t 180/240 min apprval Tw years f 240 min experience fr Beynd 240 min apprval. ETOPS MDT (Min) BEYOND / NO ETOPS EXPERIENCE (Year) The ETOPS in-service apprval The Operatr must send an ETOPS applicatin letter t its lcal NAA at least 3 mnths befre the planned date fr the beginning f ETOPS peratins. This letter shall include the fllwing Operatr's ETOPS bjectives: The intended rutes The crrespnding area f peratins The desired Maximum Diversin Time The applicable fleet The planned date fr the beginning f ETOPS peratins, etc. The judgment criteria t btain the apprval are simply based n the Operatr's in-service experience with the candidate aircraft mdel/engine cmbinatin. There are n special strategies t prepare: An actin plan will be needed nly in case f nn-cmpliance with ne f the NAA criteria. 31

32 The ETOPS Regulatins The Accelerated Plan If the Operatr des nt have the required necessary experience fr the in-service plan, the Operatr can cmpensate fr this lack f experience by applying cmpensating factrs. This methd is called the accelerated plan. The cmpensating factrs are the basis f accelerated plan. The fllwing are examples f cmpensating factrs: A previus experience with ther airframe r engines f a similar technlgy A previus ETOPS experience (e.g. anther ETOPS prgram in the same cmpany) A specific ETOPS training The recruitment r the temprary secndment f already ETOPS-experienced persnnel, and their assciated phasing-ut plan The simulatins f ETOPS peratins, that shuld include the fllwing: Simulatin f the flight preparatin (ETOPS dispatch) Simulatin f the in-flight prcedures, including the flight fllw-up, prvided: The flights used fr the simulatin are f a sufficient duratin, The aircraft is frm the same family (Or frm the same cckpit technlgy) as the ETOPS candidate aircraft, e.g. use f an A340 flight t simulate an A330 ETOPS ne. Simulatin f the maintenance dispatch: By applicatin f the ETOPS service checks By checking the aircraft cnfiguratin against an ETOPS MEL. A cmbinatin f the abve-mentined cmpensating factrs, etc. The required amunt f cmpensating factrs depends n: The ETOPS bjectives The rganizatin, i.e. the current ne vs. an ETOPS ne The experience acquired n: ETOPS peratins Lng range peratins The rute(s) t be flwn The technlgy f the candidate aircraft mdel/engine cmbinatin. Nte: The experience n ETOPS is transferable frm any real r simulated ETOPS prgram, even frm anther Operatr (e.g. a partner with actual ETOPS experience). ETOPS MDT (Min) BEYOND Fr twins: Up t 180 min ETOPS can be granted at EIS. At any time (t), after EIS, Beynd 180 min (EASA) r up t 240 min (FAA) can be granted, But, fr the FAA, the peratr needs a 2-year experience with 240 min ETOPS befre accessing Beynd 240 min ETOPS. Fr tris, and quads (FAA nly), Beynd 240 min ETOPS can be granted at EIS (EIS) t 1 2 t years EXPERIENCE (Year) The accelerated ETOPS apprval 32

33 The ETOPS Regulatins Examples f cmpensating factrs: In rder t achieve 120-minute ETOPS at EIS, the Operatr, with n prir experience, must demnstrate its knwledge in: ETOPS (Or simulatins) Lng-range peratins Engine family Aircraft family Prduct experience (One year) Required knwledge fr the accelerated apprval Required knwledge fr the in-service apprval In rder t achieve 180-minute ETOPS at EIS, the Operatr will have t perfrm additinal simulatins, n tp f what is needed fr 120-minute ETOPS, t cmpensate fr the lack f required ETOPS experience fr the in-service apprval. Simulatins ETOPS (Or simulatins) Lng-range peratins Engine family Aircraft family ETOPS experience (One year) Prduct experience (One year) Required knwledge fr the accelerated apprval Required knwledge fr the in-service apprval The Operatr must send the ETOPS applicatin letter t its NAA at least 6 mnths befre the planned date fr the beginning f ETOPS peratins. The accelerated plan requires a defined strategy, because the Operatr and its NAA must cmmunicate, in rder t specify the cmpensating factrs, and adapt the apprval plan t the Operatr's experience. The judgment criteria t btain the apprval are based n facts, and engineering data prvided by the Operatr. They are used t determine the ETOPS capability f the candidate aircraft mdel/engine cmbinatin fr the Operatr Apprval The NAA creates an assessment team, in rder t evaluate the Operatr s capability, fr ne apprval plan r the ther. This team has inspectrs and pilt-inspectrs. These team members are experts in the fllwing fields: Flight Operatins Maintenance Engineering Quality. 33

34 The ETOPS Regulatins The assessment team will review the data, and dcuments, called the ETOPS Operatinal Cmpliance Dcuments, prvided by the Operatr. They cntain: The required ETOPS manuals The experience recrds f bth the maintenance and flight peratins The implemented training prgrams The ETOPS simulatin reprts (If applicable) The self-audit reprts (If applicable) The ETOPS prving-flight reprt (If applicable). Based n the ETOPS Operatinal Cmpliance Dcuments and an audit reprt prvided by the assessment team, the NAA determines if the Operatr cmplies with the ETOPS peratinal requirements. 34

35 The ETOPS Reliability Tracking Bard 4 ETOPS RELIABILITY TRACKING BOARD 4.1 INTRODUCTION As already mentined, a reliability review prcess is initiated during the ETOPS Type Design & Reliability Apprval f the aircraft. This prcess carefully mnitrs the flight, and system tests f the candidate aircraft. The manufacturer must demnstrate that varius systems f the aircraft, like the engines r the APU, are at, r abve, a required level f reliability. In additin, after they btain the ETOPS Type Design & Reliability apprval, the manufacturer must cntinuusly maintain the reliability level f the certified aircraft, via ETOPS Cntinued Airwrthiness. The purpse f ETOPS Cntinued Airwrthiness is t mnitr the in-service experience that the aircraft type has acquired since its ETOPS certificatin, t determine the reliability f the aircraft systems, APU and engines. The cllected data is analyzed by the manufacturer, and the NAA during ETOPS Reliability Tracking Bard (RTB) meetings. Hw ften are these meetings held? The answer is based n the maturity f the aircraft type: Fr new aircraft types, the RTB meetings are held regularly, usually every 6 mnths Fr mature aircraft types (i.e. when the NAA states that the reliability indicatrs are stable, and that sufficient experience has been accumulated), RTB meetings are rganized, n average, every tw years. At the time f writing, the A300, and A310 family, the A320 family, and the A330 are cnsidered as mature aircraft types. Fr these aircraft, the RTB meetings are nw held nly when required (e.g. when a specific reliability issue ccurs, when a cmplex certificatin is faced, etc.), hwever, reliability reprts are prduced n a regular basis. 4.2 MONITORED ITEMS Engines In rder t maintain the ETOPS type certificatin f an aircraft mdel/engine cmbinatin, the manufacturer must demnstrate that the IFSD rate f the wrld-wide fleet (ETOPS, and nn-etops aircraft) remains belw a given threshld. The threshld depends n the granted Maximum Diversin Time: 0.05 IFSD rate per engine hurs fr 120 min peratins 0.02 IFSD rate per engine hurs fr 180 min peratins 0.01 IFSD rate per engine hurs fr Beynd 180 min peratins. Nte: The threshld is als used fr the initial ETOPS certificatin f the aircraft mdel/engine cmbinatin. 35

36 The ETOPS Reliability Tracking Bard The ETOPS regulatins state that the Operatrs have t reprt their In-Flight Shut Dwn (IFSD) rate n a regular basis. If this IFSD rate exceeds anther defined threshld, the NAA launch a technical review f the situatin. This review may ultimately cause the suspensin f the Operatr's ETOPS apprval. This threshld als depends n the Maximum Diversin Time granted: 0.05 IFSD rate per engine hurs fr 120 min peratins 0.03 IFSD rate per engine hurs fr 180 min peratins 0.02 IFSD rate per engine hurs fr Beynd 180 min peratins. Nte: If the fleet is t small t be statistically significant (i.e. less than 15 aircraft), the IFSD rate is nly used as a trending mechanism: This rate cannt be used as the nly reasn t suspend ETOPS peratins. The ETOPS peratins are reviewed n an individual event basis ETOPS Significant Systems A specific mnitring prcess tracks the Mean Time Between Unscheduled Remval (MTBUR), and the Mean Time Between Failure (MTBF) f the cmpnents identified as ETOPS significant. The purpse f this tracking is t be able t cmpare, and t mnitr the MTBUR, and MTBF trends f an individual aircraft cmpnent in rder t validate: That the trubleshting is being perfrmed crrectly The health f the cmpnent in the airline vs. the health in the wrld fleet. This ensures that the established maintenance prgram is valid Trubleshting Prcedures Trubleshting is validated by demnstrating that the MTBUR rate and the MTBF rate d nt differ by mre than a factr 2 r 3. If this factr is exceeded, then trubleshting prcedures shuld be reassessed and crrective actins initiated. ETOPS peratins may be questined if a significant prblem within the verall trubleshting f the aircraft is fund. Hwever, in mst cases, the Airwrthiness Authrities will ensure that the crrective actin is taken, and is effective befre suspending an ETOPS ticket. Ntes: 1) The MTBUR/MTBF f the ETOPS significant systems are calculated taking int accunt bth ETOPS, and NON- ETOPS flights hurs. 2) The IFSD rates are calculated by engine-type fr all flights (ETOPS, and NON-ETOPS). 4.3 OUTCOME Fllwing an RTB meeting, the ETOPS Cnfiguratin, Maintenance, and Prcedures (CMP) dcument may be revised: T include new aircraft mdels r aircraft mdificatins that affect ETOPS peratins T mandate crrective actins T update existing crrective actins, etc. Similar activities are led with the FAA (e.g. in the frame f the FAA ETOPS certificatin exercises). 36

37 The ETOPS Dcuments 5 ETOPS DOCUMENTS 5.1 CONFIGURATION, MAINTENANCE AND PROCEDURES DOCUMENT Intrductin The ETOPS apprval is assciated with the publicatin f an ETOPS Cnfiguratin, Maintenance and Prcedures (CMP) dcument. This CMP is certified by the Airwrthiness Authrities (EASA/FAA). Fr extended range peratins, and in accrdance with the applicable peratinal rules, the CMP defines the fllwing: The cnfiguratin f the airframe, engines and APU (Lists f Mdificatins and Service Bulletins) The specific maintenance requirements The specific prcedures The dispatch limitatins. Nte: CMP data is als included in the fllwing dcumentatin: The MMEL (ETOPS dispatch restrictins) The AFM The FCOM (ETOPS prcedures, single engine speed, ETOPS fuel scenari, etc.) The MPD (Specific check intervals fr ETOPS) The IPC (P/N nt apprved fr ETOPS). The CMP is custmized in accrdance with the Operatr's fleet. T be cmpliant with ETOPS requirements, an aircraft must be cnfigured, maintained and perated in accrdance with the crrespnding CMP. 37

38 The ETOPS Dcuments Example f an Airbus CMP (A330 RR envelpe CMP) The fllwing describes the main difference between an EASA CMP and an FAA CMP: Fr the FAA, the riginal versin f the CMP is frzen. Any subsequent revisin required by the reliability mnitring prcess is addressed via the publicatin f Airwrthiness Directives (ADs) Fr the EASA, the riginal versin f the CMP is nt frzen. CMP revisins can be initiated each time there is a safety prblem r if an evlutin is necessary, due t technical evlutins f the aircraft, mdificatins f rules r f dcument references, etc. This implies that the EASA CMP is always up-t-date. Remember that the ETOPS apprval is nt granted frever: it is submitted t a cntinuus mnitring f the inservice reliability by the Airwrthiness Authrities. This reliability mnitring may result in changes t the ETOPS standards f the airframe, and/r engines (Service Bulletins, maintenance actins r peratinal prcedures mandated t restre the reliability). This Getting t Grips brchure fcuses n the EASA CMP. 38

39 The ETOPS Dcuments CMP Cmpnents The CMP has the fllwing parts: The Apprval Page The apprval by the NAA is indicated by the stamp r reference f apprval placed n the crrespnding page. Example f an Apprval Page (A330 CMP) The Lists f Apprved Mdels (Airframe, engines and APU cmbinatins) The CMP is applicable t a set f referenced aircraft, engines, and APUs. In this dcument there are tw chapters named APPROVED AIRCRAFT MODEL/ENGINE COMBINATIONS and APPROVED AIRCRAFT MODEL/APU COMBINATIONS, that include the apprved engines and APUs. 39

40 The ETOPS Dcuments Example f a List f Apprved Aircraft Mdel/Engine Cmbinatins (A330 CMP) Summary f CMP Reference Revisin The Summary f CMP Reference Revisin is the entire list f revisin subjects that affect the items frm the envelpe CMP dcument. This list is nt custmized, i.e. it may cntain items nt included in a specific custmized CMP dcument. The purpse f this list is t prvide a recrd f all revisin subjects, regardless f the applicability f these revisin subjects t a specific custmized CMP dcument. Fr example, the Summary f CMP Reference Revisin Table f a custmized CMP prduced fr an Operatr f a specific aircraft mdel/engine cmbinatin may als list the revised item numbers related t ther aircraft mdel/engine cmbinatins. 40

41 The ETOPS Dcuments Example f a Summary Of CMP Reference Revisin (A330 envelpe CMP) The list f items included in a specific custmized CMP dcument is prvided in the Table f Cntent f this custmized CMP dcument. 41

42 The ETOPS Dcuments The list f items cntained in the CMP Examples f items (A330 CMP) Each item, r ETOPS requirement, is specified with the fllwing frm: 42

43 The ETOPS Dcuments The frm has the fllwing fields: Standard The ETOPS CMP dcument cntains fur standards f items: Cnfiguratin Maintenance Prcedure Dispatch. Operatrs may develp alternate cnfiguratin items, and/r prcedures, in cmpliance with applicable rules. These alternate cnfiguratins, and/r peratinal equivalents shall be apprved in cmpliance with applicable rules, and are nt included in the CMP. Incrpratin f the prvisins in this dcument r apprved equivalents shall fllw a schedule agreed with the authrity. Number This field identifies the item number. It uses the fllwing frmat: aa-b-ccddxxxx, where: aa is the ATA chapter (e g. 21, 24, 26, etc.) b is ne f the fllwing standards: 1 fr Cnfiguratin items 2 fr Maintenance items 3 fr Prcedures items 4 fr Dispatch items. Nte: Only cnfiguratin items are listed in the ETOPS Cmpliance Dcument (ECD) refer t sectin cc is the engine manufacturer cde, fr items related t the engines and APU Nte: Fr items related t ther aircraft systems, this cde is set t 00. dd is the engine family cde, fr items related t the engines and APU Nte: Fr items related t ther aircraft systems, this cde is set t 00. xxxx is the item number, autmatically attributed by the sftware used t generate the ETOPS CMP dcument and the ECD. An item number in yellw indicates that the item has been revised since the previus applicable CMP publicatin. Area f peratin If required, this field identifies the items applicable nly t specific type f ETOPS related peratins. NORMAL, in this field, means that the item is applicable t any type f ETOPS. Diversin time range This field identifies the ETOPS diversin time fr that the item is required. The fllwing table prvides the available pssibilities: Diversin Time Range Frm 60 min t 120 min Frm 60 min t 180 min Greater than 60 min Greater than 180 min Applicability Operatins up t 120 min diversin time Operatins up t 180 min diversin time All ETOPS peratins, up t the maximum certified diversin time (Or distance) f the aircraft Operatins Beynd 180 min diversin time nly 43

44 The ETOPS Dcuments A specific item can have different applicabilities, depending n the available diversin time range. Cmpliance schedule The cmpliance schedule defines the applicability f the items as fllws: Fr a Cnfiguratin item: This field cntains the schedule fr embdiment f the item, and its pririty status: Pririty: The cnfiguratin items marked as Pririty in the CMP must be embdied befre the beginning f ETOPS peratins N later than DD/MMM/YYYY: The crrespnding item must be embdied befre the indicated date (DD/MMM/YYYY). Exceeding this limit is subject t a prir apprval by their authrity. Operatrs that apply fr ETOPS apprval, after the specified time limits fr embdiment f items have expired, shuld incrprate the items, befre they start ETOPS peratins, unless therwise apprved by their authrity. N Pririty: The crrespnding item is recmmended fr ETOPS, but nt mandatry. Fr a Maintenance item: This field cntains either the related maintenance task interval (e.g. At each A-Check, 18 mnths, 800 Flight Cycles, FH, etc.), r the end date fr cmpliance in case f a netime maintenance (e.g. 12/SEPT/2017). If a maintenance task interval in the CMP is mre restrictive than the interval required in the MRB reprt, the CMP interval verrules the ne frm the MRB reprt. If the MRB task interval is mre frequent than required by the CMP, the MRB task interval remains valid until the Operatr justifies the escalatin. In this case, the CMP interval is cnsidered as an upper limit t this escalatin. Maintenance tasks that becme bslete due t an authrized cnfiguratin change are nt applicable. Maintenance check intervals specified in the CMP dcument may be escalated in accrdance with practices apprved by the Operatr's maintenance authrity, except where a Nt t exceed value is quted. An escalatin f a Nt t exceed value can nly be apprved by the apprpriate type certificatin authrity. Fr a Prcedure item: This field indicates the applicability f the prcedure depending n the diversin time range. When See text belw is indicated fr a specific diversin time range, the related Flight Crew prcedure must be applied as required. Fr a Dispatch item: This field indicates the applicability f the dispatch item depending n the diversin time range. When See text belw is indicated fr a specific diversin time range, the related ETOPS dispatch criteria must be applied as required. As already mentined in the paragraph dedicated t the diversin time range field, sme items may feature several diversin time ranges with different applicabilities, depending n the diversin time. In this case, the diversin time range, and the crrespnding cmpliance schedule are listed n the same line. Crss reference This field defines a link between this item, and ther items that may appear in the CMP dcument. Typical crss references may be: Item Y cancels the need fr item X: The item X is nt needed, and it shall nt be perfrmed if item Y has been applied. 44

45 The ETOPS Dcuments Creatin Item Y nt needed if item X is dne: Item Y is nt applicable if item X has been applied. Slutin This field cntains several slutins: Slutin 1, Slutin 2,... Slutin N. Cmpliance with any f these slutins ensures cmpliance with the item. A Slutin is a lgical cmbinatin f dcument references like: Aircraft Mdificatins (MODs), Service Bulletins (SBs), Vendr SBs (VSBs), Aircraft Maintenance Manual (AMM) references, Maintenance Planning Dcument (MPD) references, Flight Crew Operating Manual (FCOM) references, Airwrthiness Directive (AD) references, etc CMP Creatin, and Revisin Prcess The CMP is created during the initial ETOPS certificatin f the aircraft mdel/engine cmbinatin, and is based n the fllwing: Revisins Reviews, and revisins f the SSAs Reviews f the System Descriptin Ntes (SDNs) Reliability reviews: In-service experience f the aircraft type accumulated since the aircraft type certificatin, if any Technical Transfer Analyses (Experience with ther Airbus aircraft types) Certificatin tests: Bench tests (e.g engine cycles test), and flight tests. Revisins f this dcument becme effective, in accrdance with natinal prcedures, at the date specified by the EASA, and replace previus revisins. Standard revisins are published, based n the cnclusins f the ETOPS RTB, in charge f the analysis f in-service experience. Temprary revisins are published t address minr evlutins and requests frm the Operatrs. "Airwrthiness Directives", published by the EASA, are always fully applicable. If there are differences between the CMP and an EASA "Airwrthiness Directive", the "Airwrthiness Directive" prevails CMP Publicatin When a revisin is published, the Operatrs are infrmed by their Airbus representatives, wh have received the crrespnding dcuments (The custmized ETOPS CMP dcument, its infrmatin letter, and the ETOPS Parts list). In additin, the mst recent revisin f the CMP dcument, in its envelpe frmat, is available n the AirbusWrld website, with the assciated infrmatin letter and parts list. Given the frequency f a CMP revisin issuance, it is suggested that the Operatr visit the website nce r twice a year, t check, and cnfirm that they have the mst recent applicable revisin at any mment. They can als cntact the Airbus ETOPS department t ask any questins related t the CMP dcument. The CMP is usually available fr publicatin apprximately tw mnths after its apprval by the NAA. 5.2 OTHER ETOPS DOCUMENTS ETOPS Significant Systems List Airbus prvides custmers with a list f systems/functins that are cnsidered as ETOPS significant. This list is defined by engineering judgment based n results frm SSAs r design requirements. 45

46 The ETOPS Dcuments This ETOPS Significant System List is an Airbus recmmendatin: It is designed t help the ETOPS Operatrs t create their wn ETOPS Significant Systems list. Fr example, an Operatr may add ther equipment that are deemed imprtant fr its ETOPS peratins (Either it is fr safety, r fr ecnmical reasns). Cnversely, an Operatr may find the list t cnservative fr sme ATA chapters: In accrdance with its wn experience and internal plicies, this Operatr can decide t slightly alleviate the cntent f the Airbus prpsed list f ETOPS Significant Systems. Example f an ETOPS Significant Systems List (A330) 46

47 The ETOPS Dcuments Parts List The CMP dcument defines the ETOPS cnfiguratin in terms f Mdificatin, and/r Service bulletin references. It des nt address the crrespnding Part Numbers (P/Ns). In rder t assist the Operatr in the identificatin f these P/Ns, Airbus develped the Parts List. The P/Ns included in this dcument are: The P/Ns that are nt apprved fr ETOPS (i.e. P/Ns nt t be installed n ETOPS aircraft), r, The P/Ns that define the minimum required standard fr an apprpriate ETOPS cnfiguratin. The ETOPS Parts List is based n the mst recent revisin f the ETOPS CMP dcument. But, cntrary t the ETOPS CMP dcument, the ETOPS Parts List is nt custmized: It is valid fr all mdels and the assciated cnfiguratins f a specific aircraft family, and all existing CMP revisins (At the time f publicatin f the Parts List). Therefre, sme items in the Parts List may nt be applicable t a specific Operatr. In case f dubt, the CMP shuld always be used as the reference regarding the required ETOPS cnfiguratin. The Parts List is nt an apprved dcument, and shuld nly be cnsidered as a tl t assist the Operatr in the identificatin f the P/Ns that are nt apprved fr ETOPS ETOPS Cmpliance Dcument An ETOPS Cmpliance Dcument (ECD) is published fr the initial delivery f all Airbus ETOPS aircraft. This dcument prvides a status f cmpliance f the aircraft design definitin, versus the applicable cnfiguratin requirements as stated in the crrespnding ETOPS CMP Dcument. It clarifies the areas f cmpliance and nn-cmpliance by listing bth f the fllwing: The items that have been incrprated The items that will have t be retrfitted. Nte: At delivery, the cnfrmity status f an individual aircraft versus the design definitin is prvided in the aircraft Inspectin Reprt, and in the APU, and engines lgbks. 47

48 ETOPS and AIRBUS 6 ETOPS AND AIRBUS 6.1 MILESTONES Airbus started wrking n extended range peratins in the mid-seventies with several airlines. These cmpanies perated A300B2s, and B4s, under the 90-minute ICAO rule, ver the Nrth Atlantic, the Bay f Bengal, and the Indian Ocean. The first real Airbus ETOPS peratins started in June 1985: Singapre Airlines started perating the A in Asia. In April 1986, PanAm was the first Airbus custmer t inaugurate transatlantic revenue service with A , and A aircraft. In less than five years, mre than 20 Operatrs jined the tw pineers in Airbus ETOPS peratins. In March 1990, the A (PW4000 engines) was the first FADEC engine pwered aircraft t receive ETOPS apprval by the FAA. At the same time, the A300B4-605R was the first Airbus aircraft t get ETOPS apprval fr 180 minutes diversin time. By the end f 1991, all A310, and A were apprved fr 180 minutes diversin time by the French DGAC. In September 1991, the A320 was the first fly-by-wire aircraft t be apprved fr ETOPS peratins with 120 minutes diversin time. In April 1994, the A (CF6-80E1A2 engines) btained the ETOPS Type Design Apprval frm the JAA with 120-minute diversin time. This was the first new aircraft t receive early ETOPS apprval wrldwide. In May 1994, Aer Lingus was the first Operatr t inaugurate ETOPS peratins ver the Nrth Atlantic with this aircraft. At the same time, the A , equipped with CF6-80C2A5F engines (featuring FADEC), btained the ETOPS Type Design Apprval (180-minute diversin time) frm the JAA at entry int service. In 1996, the A330 btained the ETOPS 180-minute Type Design Apprval. At the same time, the A319, and A321 jined the A320 with their ETOPS 120-minute apprvals. In 2009, the A330 became the first Airbus t be certified fr Beynd 180 min ETOPS, that apprximately crrespnds t 240 minutes. In 2014, the A350XWB became the first Airbus t be certified fr Beynd 180 min ETOPS at EIS, that apprximately crrespnds t 370 minutes. 6.2 CERTIFICATION STATUS 48