RANGE WITH TWIN ENGINE OPERATIONS ICAA

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1 Iraq Civil Aviation Authority ICAA Advisory Circular ICAA-AC-ETOPS Subject: EXTENDED RANGE WITH TWIN ENGINE OPERATIONS ICAA Document: ICAA-AC-ETOPS Date: 27/12/2014 ETOPS

2 Iraq Civil Aviation Authority ICAA Advisory Circular ICAA-AC-ETOPS Subject: ETOPS ICAA Document: ICAA-AC-ETOPS Date: 27/12/2014 GENERAL Pursuant to Iraqi Civil Aviation Law and Regulations, the Director-General of the Iraqi Civil Aviation Authority (ICAA) may, from time to time, issue advisory circulars (ACs) on any aspect of safety in civil aviation. This AC contains information about standards, practices and procedures acceptable to ICAA. PURPOSE This Advisory Circular (AC) states an acceptable means by which approval may be given for (YI) registered two-engine aircrafts to operate over a route that contains a point farther than one hour flight time at the normal one-engine inoperative cruise speed (in still air) from an adequate aerodrome. Specific criteria are included for deviation of 75 minutes, 90 minutes, 120 minutes and 180 minutes from an adequate aerodrome. APPLICABILITY This Advisory Circular applies to all Iraqi AOC holders. CANCELLATION This is the first Advisory Circular issued on this subject. AC ETOPS December

3 Table of Contents 1. Definitions Adequate aerodrome in relation to ETOPS Suitable aerodrome in relation to ETOPS Auxiliary power units (APU) Benign Area of Operation Critical Point (CP) Demanding Area of Operation Engine Equal Time Point (ETP) ETOPS configuration maintenance and procedures (CMP) standard Extended-range operations Extended-range Entry Point (EEP) Extended-range Exit Point (EXP) ETOPS Segment Fail-safe Fuel Consumption Monitoring Program In-flight shutdown (IFSD) System Unacceptable Thrust Loss Discussion General Background Historical basis Certification standards and evaluation Operational Approval highlights Application ETOPS Operations Start-up Concepts Consideration of ETOPS related factors Airframe system Propulsion system Maintenance reliability program definition Maintenance and reliability program implementation Human factors Approval basis Type design ETOPS approval In-service experience Approval Continuing airworthiness 25 AC ETOPS December

4 5. Type Design Approval Consideration Design feature determination Request for approval Criteria Analysis of failure effects and reliability General Propulsion systems Hydraulic power and flight control Electrical power Equipment cooling Cargo compartment Communications, Navigation, and basic flight instruments Cabin pressurization Cockpit and cabin environment Assessment of failure conditions Certification authority aircraft assessment report ETOPS type design approval Type design change process Continued airworthiness In-Service Experience Propulsion system reliability IFSD rate & airframe system reliability Operational in-service experience minute Operation minute Operation Minute Operation Minute Operation Operational Approval Considerations General Requesting approval Assessment of the operator s propulsion system reliability Engineering modifications and maintenance program considerations Engineering modifications Maintenance procedures Reliability reporting Approved modifications and inspections Procedures and centralised control processes Program continuity Engine Health Monitoring program Engine condition monitoring program Engine oil consumption monitoring program Flight dispatch considerations General Master minimum equipment list (MMEL) Communication and navigation facilities Fuel and oil supply 40 AC ETOPS December

5 7.5 Flight crew training, evaluation and operating manuals Adequacy of flight crew training and operating manuals Flight crew training and evaluation program ETOPS check captain Operational l imitations Area of operation Flight dispatch limitation Contingency procedures Operations specifications Approvals Operations specifications for ETOPS Operational validation flight Conditions for validation flight Emergency conditions Extended-range operations approval Continuing Surveillance General 48 APPENDIX 1 Propulsion System Reliability Assessment 49 1 Assessment Process Service experience Reliability data base Risk management and the risk model 51 2 Reliability Levels Operations up to 120 minutes Operations beyond 120 minutes Reliability targets summary Risk model corroboration with analysis Propulsion system approval considerations 55 3 Engineering Assessment Propulsion system reliability methodology Analysis of failures, defects and malfunctions Assessment of corrective actions PSRAB or the ICAA determination 56 4 PSRAB/ICAA findings 57 5 On-going fleet monitoring 57 APPENDIX 2 The Fail-Safe Design Concept 58 1 The Basic Certification Authority Design Concept 58 2 Fail-Safe Principles and/or Techniques 58 APPENDIX 3 Suitable En Route Alternate Aerodromes 60 1 General 60 2 Adequate Aerodrome 60 3 Suitable Aerodrome 60 4 En Route Alternate Aerodrome Weather Minima Standard En route Alternate Aerodrome Weather Minima 61 AC ETOPS December

6 4.2 Lower Than Standard En route Alternate Aerodrome Weather Minima 61 5 En route Alternate Suitability In Flight 61 APPENDIX 4 ETOPS Maintenance Requirements 63 1 General 63 2 ETOPS maintenance program Aircraft suitability Maintenance program Scheduled Maintenance of Multiple Identical Systems Unscheduled Maintenance System Disturbance ETOPS manual Oil consumption program Engine condition monitoring Resolution of aircraft discrepancies ETOPS significant systems ETOPS Verification Flight Intermittent Defects Reliability program Propulsion system monitoring Maintenance training ETOPS parts control 70 APPENDIX 5 ETOPS Operational Program Criteria 71 1 General Minute Operation Benign area of operation Criteria for deviation to operate in a benign area of operation Minute Operation General Dispatch considerations Crew training and evaluation Equipment 74 4 Validation Flight or Flights 74 APPENDIX 6 Simulated Extended-range (ETOPS) Program 1 General 75 2 Applicant in-service Experience Requirements 75 3 Authority Granted Through Simulation/Demonstration Program 75 4 Flight Safety 75 5 Simulation/Demonstration Program Requirements 76 6 Pre-application 76 7 Application to Conduct Simulated and Demonstration Flights 77 8 Concepts for Simulation Area of Operations and Dispatch Limitation Sample Size Airframe-Engine Combination Build Standards Maintenance Programs 79 AC ETOPS December

7 8.5 Operations Programs ICAA Involvement 82 9 Concepts for Demonstration Purpose of demonstration phase Area of Operation Sample Size and Timing Maintenance Programs Configuration Compliance Flight Profiles Diversion Exercises Validation Flight Credit Concepts for paper airline evaluation Validation of accuracy and repeatability Area of Operation Sample Size and Timing Maintenance Program Configuration Compliance Paper Flight Analysis Presentation of Results Application for 180- Minute Authority ETOPS Validation Flight 85 APPENDIX 7 Reduction of operator s in-service experience 86 requirement prior to the granting of ETOPS operational approval (Accelerated ETOPS operational approval) 1 General 86 2 Background 87 3 Definitions Process Proven Process 88 4 ETOPS Processes 88 5 Application 90 6 Operational Approvals 91 7 Process Validation 91 AC ETOPS December

8 1 Definitions 1.1 Adequate Aerodrome in relation to ETOPS Means an aerodrome that (a) (b) meets safety requirements equivalent to such an aerodrome; and has suitable facilities and services available, for the aircraft type concerned, that include (1) ATC or an aerodrome flight information service; and (2) a meteorological reporting service; and (3) at least one instrument approach procedure; and (4) visual approach slope indicator system for turbojet and turbofan powered aircrafts; and (5) sufficient lighting. (6) fire Fighting. 1.2 Suitable Aerodrome in relation to ETOPS Means an adequate aerodrome with weather reports, forecasts or combination thereof, indicating that the weather conditions will be at or above the minima outlined in Part 121 Subpart C, and the field condition reports indicate that a safe landing can be accomplished at the time of intended operation. 1.3 Auxiliary Power Units (APU) Means a gas turbine engine intended for use as a power source for driving generators, hydraulic pumps and other aircraft accessories and equipment and/or to provide compressed air for aircraft pneumatic systems. An essential APU installation provides the bleed air and/or mechanical power necessary for the dispatch of a transport category aircraft for operations other than extended-range operations with two-engine aircrafts. An APU installation which is intended to serve as one of the three or more independent alternating current (AC) electrical power sources required for extended-range operations provides the bleed air or mechanical power necessary for the safe flight of a two-engine transport category aircraft approved for extended-range operation and is designed and maintained to provide a level of reliability necessary to perform its intended function. 1.4 Benign Area of Operation An area that provides numerous adequate airports, a high level of reliability and availability of communication, navigation and ATC services and facilities, and where prevailing weather conditions are stable and generally do not approach extremes in temperature, wind, ceiling, and visibility. (The Caribbean Sea meets this criteria). AC ETOPS December

9 1.5 Critical Point (CP) A critical point is the point along a route which is most critical from a fuel requirement point of view, from which an aircraft can proceed toward the destination or initiate a diversion to another airport. (The CP is usually, but not always, the last ETP). 1.6 Demanding Area of Operation An area that has one or more of the following characteristics: (1) Prevailing weather conditions can approach extremes in winds, temperature, ceiling, and visibility for prolonged period of time; (2) Few alternate airports; (3) Due to remote or overwater area, a high level of reliability and availability of communications, navigation, and ATC services may not exist. 1.7 Engine Means the basic engine assembly as supplied by the engine manufacturer. 1.8 Equal Time Point (ETP) An Equal Time Point is a point along the route which is located at the same flight time from two airports. 1.9 ETOPS Configuration Maintenance and Procedures (CMP) Standard Means the particular aircraft configuration minimum requirements including any special inspection, hardware life limits, Master Minimum Equipment List (MMEL) constraints and maintenance practice found necessary by the Basic Certification Authority to establish the suitability of an airframe-engine combination for extended-range operation Extended-range Operations Means, for the purpose of this Advisory Circular, extended-range operations are those flights conducted over a route that contain a point further than one hour flying time at the approved one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome 1.11 Extended-range Entry Point (EEP) Means the extended-range entry point is the point on the aircraft s outbound route which is one-hour flying time at the approved single -engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome Extended-range Exit Point (EXP) The EXP is the first point on the aircraft s inbound route where the aircraft is continuously within 60 minutes flying time at the approved one-engineinoperative cruise speed (under standard conditions in still air) from an adequate airport. AC ETOPS December

10 1.13 ETOPS Segment The ETOPS segment starts at the EEP and ends at the EXP Fail-safe Means the design methodologies upon which the Airworthiness Standards for Transport Category Aircrafts are based. It requires the effect of failures and combination of failures to be considered in defining a safe design. (Refer to Appendix 2 for a more complete definition of fail-safe design concepts) Fuel Consumption Monitoring Program Is a program established by the air operator to monitor the aircraft s in-service deterioration in cruise fuel burn performance In-Flight Shutdown (IFSD) Means that when an engine ceases to function in flight and is shutdown, whether self- induced, crew initiated or caused by some other external influence (i.e. IFSD for all causes; for example; due to flame-out, internal failure, crewinitiated shut-off, foreign object ingestion, icing, inability to obtain and/or control desired thrust etc.) System Means a system that includes all elements of equipment necessary for the control and performance of a particular major function. It includes both the equipment specifically provided for the function in question and other basic equipment such as that necessary to supply power for the equipment operation. Airframe system means the propulsion system. any system on the aircraft that is not a part of Propulsion system means the aircraft propulsion system that includes: each component that is necessary for propulsion; components that effect the control of the major propulsion units; and components which effect the safe operation of the major propulsion units Unacceptable Thrust Loss Total thrust loss or loss of thrust to an extent that would preclude continued controlled flight with the affected engine to an adequate airport, should the other engine fail. AC ETOPS December

11 2. Discussion 2.0 General All two-engine aircrafts operated under Iraqi Civil Aviation Rules are required to comply with this Advisory Circular or an alternative acceptable means of compliance that meets the objectives of the rule. No Air Operator Certificate holder may operate two-engine or three-engine aircrafts, except a three-engine turbine powered aircraft, over a route that contains a point further than onehour s flight time (in still air) at normal cruising speed with one engine inoperative from an adequate aerodrome. It is significant to note that this requirement is applicable to reciprocating, turbo-propeller, turbo- jet and turbo-fan aircrafts transiting oceanic areas or routes entirely over land. 2.1 Background Although these requirements evolved during the era of piston-engine aircrafts and these requirements are currently applied to turbo- powered aircrafts, which have significantly better reliability, experience has shown the present requirements to be effective and yet flexible enough in their application to accommodate significant improvements in technology. Until recently, little consideration had been given to re-examining the viability of extending the permissible operating range of two-engine turbine-powered aircrafts, by granting credit for improved reliability due to the limited range/payload capabilities of most of the existing generation of two-engine turbine-powered aircrafts. However, some of the new generation two engine aircrafts have a range/payload capability equivalent to many previous generation three and four-engine aircrafts. The demonstrated range/payload capabilities of the new generation aircrafts, including their provisions for achieving a higher degree of reliability, clearly indicate there is a need to recognise the capabilities of these aircrafts and to establish the conditions under which extended-range operations with these aircrafts can be safely conducted over oceanic and/or desolate land areas. 2.2 Historical basis The United States has an extensive historical basis, which began as early as Their requirements in effect in 1936 required the applicant to show, prior to obtaining approval for the operation, that intermediate fields, available for safe take-off and landings, were located at least at 100-mile intervals along the proposed route. This restriction applied to all aircrafts operating under this requirement regardless of the terrain or area overflown. Throughout the evolution of commercial aviation in the US the following factors have remained constant: (a) The rule has always applied to all areas of operation and has not been limited to over- water operation. (b) Any additional restrictions imposed, or alternatively any deviations granted to operate in excess of the basic requirements were based on a finding by the Federal Aviation Administration that adequate safety would AC ETOPS December

12 be provided in the proposed operation when all factors were considered. This finding was never limited to engine reliability alone. (c) (d) (e) The aerodromes used in meeting the provisions of the requirement had to be adequate for the aircraft used (i.e. available for safe landings and take-off at the weights authorized), and In granting a deviation from the time restriction, the Federal Aviation Administration considered the character of the terrain, the kind of operation and the performance of the aircraft, etc In developing Iraq aviation policy over the years it was necessary to study, and where applicable, adopt requirements from other nations that had proved to be satisfactory. 2.3 Certification Standards and Evaluation To be eligible for extended-range operations, the specified airframe-engine combination should have been certificated to the airworthiness standards of transport category aircrafts and should be evaluated considering the concepts in Section 4, evaluated considering the type design considerations in Section 5, evaluated considering the in-service experience discussed in Section 6, and evaluated considering the continuing airworthiness and operational concepts outlined in Section Operational Approval Highlights This paragraph gives precise indications on how to proceed at first, to get relevant data for operational approval purpose. (a) Is ETOPS required? Before approaching the Airworthiness Authorities, the operator should clearly define if and where he needs ETOPS operations. This is obvious for some routes (when crossing the Atlantic Ocean for example), but this could be less obvious when, for example, flying over desert area, and then, a study should be done. This example study can be done in the following order: (1) determine the route(s) to be used and clearly draw it (them), (2) determine the `Adequate Airport(s)' (see definitions), and add them on the drawing, (3) determine the `Maximum Diversion Distance' with a diversion time of 60 minutes (4) draw circles using the 60min diversion distance centered on AC ETOPS December

13 each Adequate Airport, (5) if the route(s) go(es) outside these circles, ETOPS operations are required on the portions of routes located outside these `60min' circles. b) ETOPS is required, which diversion time? After having drawn the 60 min circles as determined above, some routes may not be covered by these circles. Thus these routes are ETOPS and higher diversion time (above 60 min) is required. When using the table of the FCOM, choose a diversion time higher than 60 min (75min, 90 min, 120 min, 150 min or 180 min) with the same speed schedule and the same reference weight as used when defining the 60 min diversion distance. If intermediate diversion time is required (for example: 75 min or 105 min), do an interpolation. c) How to get ETOPS operational approval? The first consideration for a potential ETOPS operator is to ensure that the candidate aircraft has received an ETOPS Type Design Approval The second step is to get ETOPS Operational Approval from its national operational authority (here in ICAA) to operate ETOPS. In any case, the operators should submit their requests, at least 3 months prior to the proposed start of ETOPS operations (6 months in case accelerated ETOPS approval). To obtain the ETOPS Operational Approval, the airline must demonstrate its competence to Iraqi CAA. In other words, the airline has to prove that it has the appropriate experience with the airframe/engine combination under consideration and that it is familiar with the intended area of ETOPS operation. Although the Operational Approval rules are documented, each operational authority may choose the "means of compliance" stating the exact method that an airline may use to show its readiness. It is worth noting that the wording "Operational Approval" does not refer only to the approval of the airline's flight operations organization and procedures but, more broadly, to all of the following aspects: aircraft configuration, maintenance practices, ETOPS training and dispatch practices. To get the next approval for 120-minutes diversion time, the regulations AC ETOPS December

14 require that the candidate airline accumulates 12 months of consecutive in-service experience with the candidate airframe / engine combination, or less if the airline can successfully demonstrate its "ability and competence to achieve the necessary level of reliability" required for ETOPS operations. The latter approach, termed "Accelerated ETOPS Approval", is readily accepted by all authorities and they have published guidelines to the effect. The accelerated ETOPS approval concept is based on a structured program of compensating factors and a step-by-step approach which is explained further. This is the same philosophy as the Technical Transfer Analysis used to accelerate the aircraft ETOPS Type Design Approval. Once the criteria for the operational approval are met, the operator should submit to ICAA an ETOPS Operational Approval application, specifying its intended routes an supported by the relevant substantiating data. In response, the ICAA will grant a maximum diversion time, permitting the airline to start ETOPS operation. 2.5 Criteria to obtain Operational Approval The Iraqi Civil Aviation Authority (ICAA) will normally require that the applicant airline for an ETOPS Operational Approval satisfies the criteria listed hereafter and illustrated in the figure below. However, ICAA may allow some relaxations from the full ETOPS requirements for those routes with diversion times of less than 75 minutes, especially if the routes have particularly stable weather conditions, numerous adequate airports and highly reliable and available communication, navigation and ATC services. On the other hand, for a diversion time of 180 minutes, the FAA increases the requirements, with particular emphasis on maintenance and experience already accumulated while operating at 120 minutes diversion time. AC ETOPS December

15 (a) Diversion Time Required and ETOPS Approval Plan The diversion time is a criteria which size up the Operational approval process. For example: it is easier to get 75 Min diversion time approved than 120 Min. Furthermore, it is very important to define ASAP the date for the intended start of ETOPS operations. Indeed this will determine the type of approval plan (i.e.: conventional or in fact accelerated) and its content (i.e. how to comply with the relevant requirements). (b) Aircraft Configuration The aircraft should be configured in accordance with the approved CMP document at the latest revision and, if appropriate, exemptions should be justified by the intended type of operation. A summary of titles and numbers of all modifications / Service Bulletins, additions and changes implemented to qualify the aircraft for ETOPS should be submitted to Iraqi CAA. In addition, details of any non-manufacturer modifications, introduced for initial operation by the operator, should also be submitted in order to assess their possible effects on ETOPS. In a similar way, any proposed modification for subsequent embodiment to the aircraft should be assessed by the operator with the assistance of the aircraft manufacturer for its possible effect on ETOPS. (c) Maintenance Practices Maintenance practices can be divided into the following aspects (1) Maintenance procedures The operator's intended maintenance procedures and limitations for ETOPS should be submitted to Iraqi CAA for approval. (2) Reliability reporting A reliability reporting program should be implemented prior to the ETOPS Operational Approval and continued during in-service ETOPS. (3) Modifications and inspections Procedures should be established for the prompt implementation of modifications and inspections which could affect the propulsion and airframe systems reliability. (4) Aircraft dispatch Procedure should be established to preclude an aircraft being dispatched for ETOPS after: an engine shutdown or a primary system failure on a previous flight, significant adverse system performance trend, unless appropriate corrective action has been taken. AC ETOPS December

16 (5) Maintenance program The operator's maintenance program should include all ETOPS maintenance standards listed in the latest approved CMP document. (6) Engine Condition Monitoring (ECM) An ECM program should be developed and used to initiate the inspection of components or modules, the condition of which is not otherwise observable and which could adversely affect failure rates. (7) Oil consumption monitoring An engine and APU oil consumption monitoring program should be developed. (8) Configuration control The operator must ensure that the aircraft's ETOPS configuration is in compliance with the configuration standards listed in the latest approved CMP document. Procedures and practices should be developed to maintain ETOPS parts configuration control. (9) ETOPS service check Maintenance check to address the requirements for an ETOPS dispatch should be proposed to the authorities. The ETOPS service check for ETOPS flight can be based on the service check of a normal flight amended by specific ETOPS checks. (d) ETOPS Training The operator's ETOPS training program should instruct flight crews, maintenance personnel and dispatchers with the specifics of ETOPS requirements, dispatch criteria, maintenance procedures and the operational guidelines, so that they can effectively and safely operate and support aircraft operations in the ETOPS environment. One of the most important objectives of such a training program is to increase and maintain general ETOPS awareness within the airline. The training course can be in the form of written material and briefings, supported by simulator training sessions for the flight crew. ETOPS training can be provided either by the Airbus Training and Flight Operations Support Division, by an approved training organization, or set up by the operator's own training department under the approval of Iraqi CAA. The ETOPS course should concentrate on the following areas: AC ETOPS December

17 Maintenance training (1) ETOPS regulations/operational Approval (2) Dispatch considerations: MMEL constraints (3) Aircraft configuration: additional maintenance tasks (CMP) (4) Engine and systems review (5) ETOPS service checks: Spare parts control Engine/APU preventive maintenance IFSD prevention program Use of on-board maintenance facilities Flight crew and dispatcher training (1) ETOPS regulations/operational Approval (2) Aircraft performance/diversion strategies (3) Area of operation (4) Fuel requirements (5) Dispatch considerations: MMEL, CDL, weather minima (6) Flight crew documentation (7) Flight crew procedures Standard ETOPS training can be defined as follows: Initial training for flight crews and dispatchers line training and recurrent training for flight crews The training has to be set up by each operator in agreement with the Iraqi CAA. (e) In-Service Reliability In making their assessment on whether an airline's fleet reliability is acceptable for ETOPS or not, the Iraqi CAA compares the airlines submitted in-service reliability data trends with those of other operators, as well as with the world fleet average values, and applies a qualitative judgment considering all relevant factors. Moreover, the airline's past AC ETOPS December

18 history of propulsion system reliability with the same or related engines is also reviewed. However, for a small fleet a statistical approach may not be relevant. (f) Operational Readiness / Documentation The airline should submit the following documentation for approval to its national operational authorities: ( 1) Company's Operations Spe cification / Operations Manual amendmen t: Depending on the national operational authorities, the operator should produce either Operations Specification or an Operations Manual amendment regarding ETOPS flight operations procedures, for approval. The ETOPS Operations Manual should include: a) identification of ETOPS aircraft (model, serial numbers, particular airframe/ engine combination), b) reference to the current CMP document, c) reference to the approved ETOPS Maintenance Procedures Manual, d) maximum diversion time, e) area of operation with data relative to the calculation, f) declared adequate en-route alternate airports for the considered routes, g) ETOPS dispatch and normal / company en-route weather minima for each alternate airport, h) minimum en-route and diversion altitudes, i) diversion strategy (altitude and speed schedules), j) fuel requirement policy, k) minimum crew qualifications and recent experience to allow them to operate unsupervised on ETOPS, l) pre-flight and in-flight crew procedures, m) guidelines for diversion decision-making (FCOM guidelines can be supplemented by airlines own in-house policy). The appropriate ETOPS Operations Manual chapter should be held by each person directly involved in the flight operations of ETOPS aircraft. Any revision would be advised to each person together with a description of the implications of the change. (2) Flight Crew Operating Manual / Aircraft Operating Manual AC ETOPS December

19 The Operating Manual should incorporate the aircraft singleengine performance data for the speed schedules being considered for an ETOPS diversion: a) altitude capability (en-route gross flight paths), b) descent, cruise and holding performance data (including fuel, time and distance as well as correction factors for the effect of anti-ice systems), c) data relative to any other conditions relevant to ETOPS which could cause significant deterioration of performance; for example ice accretion on non-heated surfaces, RAT deployment etc., d) data relative to altitude, airspeed and distance used in establishing the ETOPS area of operations. (3) Minimum Equipment List (MEL) The operator's MEL is based on the Master Minimum Equipment List (MMEL) established by the aircraft manufacturer. (4) Fuel requirement policy The operator should demonstrate that its fuel requirement policy is in line with the critical fuel scenario requirements for ETOPS operations. (5) Flight documentation Flight documentation includes those documents transmitted by the dispatch office to the flight crew at departure of any ETOPS flight such as: a) ETOPS release statement, b) a computerized flight plan including ETOPS data for route and fuel requirements, c) MEL / CDL status, d) navigation and plotting charts clearly identifying the ETOPS area of operations plus the ETOPS Entry Point (EEP) and the Equitime Points (ETPs), AC ETOPS December

20 e) weather dossier with forecast and reports for the route and the suitable alternate airports, f) any other documents normally provided for a normal flight such as: 1) load and trim sheet 2) reclearance data (as applicable) 3) applicable NOTAMs 4) navigation data in case of FMS loss 5) departure / alternate / destination airports remarks 6) departure, en-route and terminal area briefings (g) Validation Flight A validation flight conducted in either the ETOPS capable aircraft and/or an approved simulator should be performed in order to demonstrate that the operator is competent to safely operate and support the intended ETOPS operations. It permits the validation of the overall airline procedures and its readiness in all applicable fields. It is worth noting that the ETOPS validation flight (also referred to as ETOPS proving flight) is not meant to judge the performance of the flying crew but to demonstrate and validate the effectiveness of the overall company procedures for ETOPS. It is recommended that all procedures conducted following aircraft system failures be demonstrated in a simulator and, if necessary, that a proving flight with the actual aircraft be conducted to verify normal ETOPS flight routines/monitoring. Simulator demonstrations should include the following emergency conditions: a) total loss of thrust of one engine, b) total loss of engine-generated electrical power, c) any other condition considered to be equivalent in terms of airworthiness. 3. Application AC ETOPS December

21 Since large transport category aircrafts in Iraq are certificated in consideration of the Civil Aviation Rules, any consideration for deviation from these rules for twoengine aircraft necessitates an evaluation of the type design to determine suitability of that particular airframe-engine combination for the intended operation. This Advisory Circular provides guidance for obtaining type design, continued airworthiness and operations approval for those two-engine transport category aircrafts intended for use in extended- range operations. The issuance of this Advisory Circular is not intended to alter the status of deviation previously approved in accordance with the Civil Aviation Rules. Although many of the criteria in this Advisory Circular may be currently incorporated into an operator s approved program for other aircrafts or route structures, the unique nature of extended- range operations with two-engine aircrafts necessitates an evaluation of these operations to ensure that the approved programs are effective. To the extent that changes in the aircraft s type design, continued airworthiness, or the operations program are involved as a result of this evaluation, they are approved through the normal approval processes. 3.0 ETOPS operations start-up Step approval and the associated conditions are given below: (Refer to Par 6) Operators who intend to commence ETOPS operations with staff who have gained appropriate experience with other ETOPS-approved operators can apply for a 75-minute diversion time Operational Approval and must complete 200 sectors with a measured operational reliability of 98% before progressing to a 90-minute approval, and then must complete a further three-month period and 300 sectors with a measured operational reliability of 98% before progressing to a 120-minute approval. Operators who have previous long-range experience and experience with similar technology aircraft and similar technology engines can apply for a 90-minute diversion time Operational Approval at entry into service, and must complete a three-month period and a minimum of 200 sectors with a measured operational reliability of 98% before progressing to a 120-minute approval. Operators who have no previous long-range experience but who obtain appropriate maintenance and operational support from an established ETOPS-approved organization can apply for a 90-minute Operational Approval and must complete a three-month period and 300 sectors with a measured operational reliability of 98% before progressing to a 120- minute approval. Operators who successfully demonstrate a capability consistent with the standards required for an Operational Approval with 120-minute AC ETOPS December

22 diversion time may be required to progress to this level of approval in steps. Operators who have experience as ETOPS operators and experience with similar technology aircraft and similar technology engines can apply for a 120-minute diversion time Operational Approval at entry into service. Operators who intend to progress to a 138-minute diversion time Operational Approval (120 minutes plus 15% on the basis of the 120- minute ETOPS CMP) must demonstrate their suitability and must complete a minimum of 200 sectors with a measured operational reliability of 98% under the 120-minute approval. Operators who intend to progress to a 180-minute diversion time Operational Approval must demonstrate one year's satisfactory and extensive operation at a maximum diversion time of not more than 138- minutes. Operations Manual The Operations Manual should include a section explaining the special nature of the Accelerated ETOPS Operational Approval and emphasize the limitations of the process, in particular the restricted 75/90 minutes diversion time and restricted ETOPS MEL if applicable. 4. Concepts AC ETOPS December

23 4.0 Consideration of ETOPS related factors Although it is self-evident that the overall safety of an extended-range operation cannot be better than that provided by the reliability of the propulsion systems, some of the factors related to extended-range operations are not necessarily obvious. For example, cargo compartment fire suppression/containment capability could be a significant factor or operational / maintenance practices may invalidate certain determinations made during the aircraft type design certification, or the probability of system failures could be a more significant problem than the probability of propulsion system failures. Although engine reliability is a critical factor, it is not the only factor which should be seriously considered in evaluating extended-range operations. Any decision relating to extended-range operation with two-engine aircrafts should also consider the probability of an occurrence of any condition which would reduce the capability of the aircraft or the ability of the crew to cope with adverse operating conditions. The following is provided to define the concepts for evaluating extended-range operations with two-engine aircrafts. This approach ensures that two-engine aircrafts are consistent with the level of safety required for current extended-range operations with three and four-engine turbine powered aircrafts without unnecessarily restricting operations. 4.1 Airframe system A number of airframe systems have an effect on the safety of extended-range operations; therefore, the type design certification of the aircraft should be reviewed to ensure that the design of these systems are acceptable for the safe conduct of the intended operation. 4.2 Propulsion system A review of the historical data (1978 through 1988) for transport aviation twoengine turbo- fan-powered large commercial aircrafts indicates that the current safety record, as exemplified by the world accident rate (airworthiness causes), is sustained in part by a propulsion system IFSD rate of only about.02/1000 hours. Although the quality of this safety record is not wholly attributable to the IFSD rate, it is believed that maintaining an IFSD rate of that order is necessary to not adversely impact the world accident rate from airworthiness causes. Upon further review of the historical database and in consideration of the required safety of extended-range operation, it is necessary that the achieved performance and reliability of the aircraft should be shown to be sufficiently high. When considering the impact of increasing diversion time, it must be shown that the operation can be conducted at a level of reliability resulting in no adverse change in risk. 4.3 Maintenance reliability program definition Since the quality of maintenance and reliability programs can have an appreciable effect on the reliability of the propulsion system and the airframe systems required for extended- range operation, an assessment should be made of the proposed maintenance and reliability program s ability to maintain a AC ETOPS December

24 satisfactory level of aircraft systems reliability for the particular airframe-engine combination. 4.4 Maintenance and reliability program implementation Following a determination that the airframe systems and propulsion systems are designed to be suitable for extended-range operations, an in-depth review of the applicant s training programs, operations and maintenance and reliability programs should be accomplished to show ability to achieve and maintain an acceptable level of systems reliability to safely conduct these ETOPS operations. 4.5 Human factors System failures or malfunctions occurring during extended-range operations could affect flight crew workload and procedures. Although the demands on the flight crew may increase, an assessment should be made to ensure that exceptional piloting skills or crew co-ordination are not required. 4.6 Approval basis Each applicant (manufacturer or operator as appropriate) for extended-range approval should show that the particular airframe-engine combination is sufficiently reliable. Systems required for extended-range operations should be shown by the manufacturer to be designed to a fail-safe criteria and should be shown by the operator to be continuously maintained and operated at levels of reliability appropriate for the intended operation Type design ETOPS approval Preceding the type design approval, the applicant should show that the airframe and propulsion systems for the particular aircraft could achieve a sufficiently high level of reliability in service so that safe extended-range operations may be conducted. The achievement of the required level of propulsion system reliability is determined in accordance with Appendix 1 (See Paragraph 6.1). Evidence that the type design of the aircraft is suitable for extended-range operations is normally reflected by a statement in the approved Aircraft Flight Manual (AFM) and Type Certificate Data sheet or Supplemental Type Certificate (see Paragraph 5), which specifies the configuration, maintenance and procedures (CMP) standard requirements for suitability In-service experience It is also necessary for each operator desiring approval for extended-range operations to show that it has obtained sufficient maintenance and operations experience with that particular airframe-engine combination to safely conduct ETOPS operations. (See Paragraph 6.2) Approval The type design approval does not reflect a continuing airworthiness or operational approval to conduct extended-range operations. Therefore, before AC ETOPS December

25 approval, each operator needs to demonstrate the ability to maintain and operate the aircraft so as to achieve the necessary reliability and to train its personnel to achieve competence in extended-range operations. The operational approval to conduct extended-range operations is made by amendment to the operator s operations specifications (see Section 7), which includes requisite items provided in the AFM Continuing airworthiness From time to time, the FAA or other certifying authorities may require that the type design CMP standard be revised to correct subsequent problems that impede the achievement of the required level of reliability. The FAA or other certifying authorities will initiate action as necessary to require a CMP standard revision to achieve and maintain the desired level of reliability and therefore, safety of extended-range operation. CMP standards in effect prior to revision will no longer be considered suitable for continued extended-range operation. AC ETOPS December

26 5 Type Design Approval Consideration 5.0 Design feature determination When a two-engine type design aircraft is intended to be used in extended-range operation a determination should be made that the design features are suitable for the intended operation. In some cases modifications to systems may be necessary to achieve the desired reliability. The essential airframe systems and the propulsion system for the particular airframe-engine combination should be shown to be designed to a fail-safe criteria and through service experience it must be determined that it can achieve a level of reliability suitable for the intended operation. 5.1 Request for approval An aircraft manufacturer or other civil airworthiness authorities requesting a determination that a particular airframe-engine combination is a suitable type design for extended-range operation, should apply to the applicable type certificate holding aircraft certification authority. An operator should apply similarly, except through Civil Aviation Authority of Iraq (ICAA). The ICAA will then initiate an assessment of the airframe - engine combination in accordance with Paragraphs 5 and 6 and Appendix 1 of this Advisory Circular. 5.2 Criteria The applicant should conduct an evaluation of failures and failure combinations based on engineering and operational consideration as well as acceptable failsafe methodology. The analysis should consider effects of operations with a single engine, including allowance for additional stress that could result from failure of the first engine. Unless it can be shown that equivalent safety levels are provided or the effects of failure are minor, failure and reliability analysis should be used as guidance in verifying that the proper level of fail-safe design has been provided. The following criteria are applicable to the extended-range operation of aircrafts with two engines: (a) (b) Airframe systems should be shown to comply with I C A R ` s o r Section , of the Federal Aviation Rules, Amendment 25-41, or equivalent. The propulsion systems should be shown to comply with ICAR`s or Section , of the Federal Aviation Rules, Amendment 25-40, or equivalent as follows (1) Engineering and operational judgement applied in accordance with the guidance outlined in Appendix 1 should be used to show that the propulsion system can achieve the desired level of reliability. This determination of the propulsion system reliability is derived from a world-fleet database containing all IFSD events, all significant engine reliability problems and available data on cases of significant loss of thrust, including those where the engine failed or was throttled- back/shut down by the pilot. AC ETOPS December

27 (2) This determination should take due account of the approved maximum diversion time and rectification of identified engine design problems, as well as events where in-flight starting capability may be degraded. (3) Contained engine failure, cascading failures, consequential damage or failure of remaining systems or equipment should be assessed in accordance with I C A R ` s o r Section of the FARs (or equivalent). (4) In addition to the flight crew fuel management discussed in Paragraph (b).(7) a means should be provided to alert the flight crew of the low-fuel quantity condition. The alert should commence at a total fuel quantity available condition equivalent to no less than one-half hour operation at maximum continuous power. (5) It should be shown during type design evaluation that adequate engine limit margins exist (i.e. rotor speed, exhaust gas temperatures) for conducting extended duration single -engine operation during the diversion at all approved power levels and in all expected environmental conditions. This assessment should account for the effects of additional engine loading demands (e.g. anti-ice, electrical, etc), which may be necessary during the single -engine flight phase associated with the diversion. (Reference Appendix 4, Paragraph 2.8). (c) The safety impact of an uncontained engine failure should be assessed in accordance with ICAR`s or Sections , and of the FAR. (d) The APU installation, if required for extended-range operations, should meet the applicable wit h I CAR` s or Part 25 provisions (Subpart E Powerplant Provisions, through Amendment (or equivalent)) and any additional requirements necessary to demonstrate its ability to perform the intended function as specified by the Federal Aviation Administration following a review of the applicant s data. If a certain extended-range operation may necessitate in-flight start and run of the APU, it must be substantiated that the APU has adequate reliability for that operation. (e) Extended duration, single-engine operation should not require exceptional piloting skills and/or crew co-ordination. Considering the degradation of the performance of the aircraft type with a single -engine inoperative, the increased flight crew workload and the malfunction of remaining systems and equipment, the impact on flight crew procedures should be minimised. Aircrafts with a Flight Management System should provide all required information on the appropriate CDU page i.e. engine-out descent and AC ETOPS December

28 cruise. Consideration should also be given to the effect of continued flight with an engine and/or airframe system inoperative on the flight crew and passengers physiological needs (for example, temperature control). (f) It should be demonstrated for extended duration single -engine operation, that the remaining power (electrical, hydraulic, pneumatic) will continue to be available at levels necessary to permit continued safe flight and landing and to provide those services necessary for the overall safety of the passengers and crew. Unless it can be shown that cabin pressure can be maintained on single -engine operation at the altitude necessary for continued flight to a suitable aerodrome, oxygen must be available to sustain the passengers and crew for the maximum diversion time. (g) In the event of any single failure, or any combination of failures not shown to be extremely improbable, it should be shown that electrical power is provided for essential flight instruments, warning systems, avionics, communications, navigation, required route or destination guidance equipment, supporting systems and/or hardware and any other equipment deemed necessary for extended-range operations to continue safe flight and a landing at a suitable aerodrome. Information provided to each pilot should be of sufficient accuracy for the intended operation. (h) Three or more reliable, independent alternating current (AC) electrical power sources should be available. As a minimum, each electrical source should be capable of powering the items specified in Paragraphs and If one or more of the required electrical power sources are provided by an APU, hydraulic system, or ram air turbine, the following criteria apply as appropriate: (1) The APU when installed should meet the criteria in Paragraph 5.2.(d). (2) The hydraulic power source should be reliable. To achieve this reliability, it may be necessary to provide two or more independent energy sources (e.g. bleed air from two or more pneumatic sources). (3) Ram air turbine (RAT) deployment should be demonstrated to be sufficiently reliable in deployment and use. The RAT should not require engine dependent power for deployment. (i) It should be shown that adequate status monitoring information and procedures on all critical systems are available for the flight crew to make pre-flight, in-flight go/no- go and diversion decisions. (j) Extended-range operations are not permitted with time -related cargo fire limitations less than the approved maximum diversion time in still air AC ETOPS December

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