1. ETOPS
PRESENTATION p1
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2. Objective of the course
to familiarized airline personnel with rules and procedures required to conduct ETOPS operation. p2
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3. A330 ETOPS Definition
- the operation of a twin engine over a route that contains a point further than one hour flying time from an adequate airport, at the approved cruising speed single engine-operation ( under standard conditions in still air ) p3
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4. ETOPS purpose
- to provide a very high level of safety & reliability while facilitating the use of twin jets on routes which were previously restricted only to quad and tri-jet aircraft. p4
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5. THE ORIGINAL REGULATIONS
HISTORICAL BACKGROUND
THE ORIGINAL REGULATIONS p5
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6. ORIGINAL RULE ORIGINAL RULE 60 MINUTES RULE 1936 FAA First
100 miles is about 60 minutes of flying time with single engine operation
This is applied to all types of aircraft regardless of the number of engines.
60 MINUTES RULE
1953 FAA rule was established.
It focuses, only the reliability of piston engine in general.
The Rule was flexible. p6
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7. ICAO STANDARDS
Appendix 6 - contains the minimum standards applicable to operators authorized to conduct international commercial air transport operations.
Until 1980, no ETOPS requirement was addressed. The applicable diversion rule was that of the operator state. p7
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8. Piston Engine Reliability
General
The rules which are the basis of ETOPS regulation was that the probability of failure of a piston engine increased as power was increased on an engine of a given size.
ICAO Findings - The 60 min. rule during those time were still consistent with the ICAO findings. p8
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9. Turbine Engine Reliability
Comparison to Piston Engine - Operational experience has demonstrated that the Jet engine power and size have no discernable impact on failure rate.
Conclusion - Jet engine reliability is 10 times better than Piston engines and improved 60 times better on jet propulsion accidents. p9
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10. HIGH BYPASS TWIN ENGINE DEVELOPMENT
A300B4 In-service experience realizes the used of twinjet on routes reserved by the old rules to 3 or 4 engine aircraft.
However, the 60 min. rule were not optimum,the use of en-route alternates were not often not available due to poor weather or had no ILS approaches and were not equipped to support operation on a 24 hour basis.
p10
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11. Interest in 120 minutes ETOPS
Operation under the 120 minutes rule, would allow the operators to reduce the cost of routing, and enable the use of alternatives that were properly equipped to support an aircraft diverting with an engine failure.
NOTE: 120 minutes ETOPS can apply as well as over land.
p11
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12. New Rules and Design Concept
Evolution of ETOPS
1980s, an ICAO amended ICAO appendix 6
At the same time, FAA redefine their rule and resulted to become “ Advisory Circular AC ”
Intro to 120 min Rule
1985, FAA AC was established.
Other Civil Aviation authorities around the world follow suite ;
CAA (GB), DGAC (F),
MOT (CAN), DOT (AUS).
JAA in Europe
p12
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13. Consequence on aircraft design
During this period, although most of the a/c could satisfy the ETOPS performance requirements, no a/c were able to meet the a/c system and propulsion sys requirements !
Modification and increase redundancy.
Due to this improvement, it lead the authorities and the industry to consider the possibility of 180 minutes ETOPS.
p13
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14. 180 minutes ETOPS
It meant that almost any route in the world could be service by twinjets. !
p14
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15. New Rules
In 1988, FAA AC was updated to allow 180 min. ETOPS flight and became AC A.
1990, a harmonization process between the JAA and FAA was set up to review the actual rules but rules remain distinct
JAA established AMJ
( introducing operator to proceed on 180 minutes ETOPS w/o previous experience).
p15
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16. Approval Process
Note: Although engine failure is a critical factor for ETOPS, it is not the only factor which is seriously considered in evaluating ETOPS.
The Approval Process
Aircraft approval of the ETOPS type design
Eligibility and Capability
Operational approval of the operators.
The operator must elaborate procedures concerning : Maintenance, Reliability and engineering program, flight dispatch, flight crew training and flight operation.
p16
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17. Maintenance in-service experience
The Operator should have enough satisfactory in-service experience to demonstrate that its maintenance program provides the required level of reliability for the airframe/engine combination to be used for ETOPS. Diversion time should be increase with in-service experience.
However-Diversion time may be reduced or increased depending on reviews made by the authorities.
p17
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18. ETOPS Maintenance Program
Concerning the engineering mod.
the operator should ensure that the ‘Configuration Maintenance Procedure’ (CMP) are incorporated into all of its ETOPS aircraft.
Should include installed and spare parts.
After propulsion sys shutdown or prim airframe sys failure, procedures must be established to forbid an a/c from being dispatched for ETOPS,unless ETOPS corrective action has been taken
p18
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19. NOTE :
Confirmation of maintenance action may require the successful completion of one or more non revenue or non-ETOPS revenue flights prior to dispatch for ETOPS.
p19
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20. Additional Criteria for ETOPS Beyond 120 Minutes
General - Only operators who have successfully demonstrated excellent capability to conduct a 120 minutes program over one year, will be considered for approval beyond 120 minutes.
A/C Type design approval ( for 180 min rule) are:
in-flight shutdown rate decreased compared to 120 min. rule.
Specific ETOPS fuel alert).
p20
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21. Operational Approval -
the Minimum Equipment list (MEL)
weather condition
critical fuel scenario on the dispatch side
crew training.
Recurrent training with emphasis on contingency procedure.
Evaluation of failure to reinforce the diversion decision making.
p21
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22. AIRCRAFT SYSTEM RELIABILITY FOR ETOPS
The areas of more stringent requirements to match a level of reliability suitable for ETOPS are:
The essential airframe systems
the propulsion systems ( Critical system )
p22
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23. Essential System ( refer to manual )
Adequate status monitoring
Cargo fire protection
Fuel Quantity Indicating
Pressurization redundancy
Bleed power system redundancy
Hydraulic power system
Avionics cooling
Airframe and propulsion Ice protection
Electrical Generation
APU performance and reliability
p23
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24. Configuration, Maintenance and Procedures ( CMP )
It defines the standards specifically requested for ETOPS.
Spilt into four chapter
Configuration ( Service Bulletins,modifications)
Maintenance ( maintenance task )
Procedure ( pre-flight/en-route procedures)
dispatch ( dispatch criteria )
p24
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25. Note:
The CMP document is customized for the given aircraft/engine combination.
It is also customized for the airline, and with chosen ETOPS rules in the given country.
Appendix 4 requirement ( JAA)
Appendix 4 requirement ( FAA )
Chapter 4 requirement ( MOT )
*(refer to manual)
p25
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26. Accelerated ETOPS Requirements
Imposed additional procedures
Operational reliability
Reliability Tracking
Flight considerations
* refer to TM-86
p26
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27. Maintenance Training / ETOPS
Goal
Maintenance personnel involved in the operation of ETOPS should have the knowledge, skills and ability to accomplish the requirements of the ETOPS program. To insure that all personnel involved are provided the necessary training,the extra requirements of ETOPS are properly accomplished.
p27
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28. QUALIFICATION
qualified maintenance personnel are those that have completed the operator’s ETOPS training Program and have satisfactory performed ETOPS Task under supervision, within the framework of the operator’s approved procedures, for personnel authorization.
p28
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29. ETOPS Service Checks
Verify that the status of the airplane and certain critical items are acceptable
Time to Accomplish
Etops Service check shall be accomplished at the start of the ETOPS Leg of the flight, unless otherwise authorized.
Airline agreed that Service checks shall be performed no earlier than two flight legs of no more than four hours in total time before the ETOPS Leg.
Refer to manual p 102*
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30. Example of unscheduled maintenance task
Unscheduled maintenance requirements are CMP maintenance standards which are required as one time actions such as; change engine filters following major fuel tank repair.
p30
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31. ETOPS Maintenance Dispatch
The airline is required to develop ETOPS maintenance procedures so as the aircraft status and condition is known prior to an ETOPS flight. Items of special concerned are:
rectification of aircraft defects
ETOPS Service Check
Technical Log management
p31
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32. DUAL REDUNDANT SYSTEM
Identical/simultaneous maintenance actions on dual redundant ETOPS significant systems should be avoided whenever possible.( due to risk of developing the same failure )
These procedures should ensure that maintenance actions are performed by different individuals and/or additional checks are performed and or crew monitoring is carried out.
p32
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33. THE END ( part 1 )