Proposed Advisory Circular No. 135-42, Extended Operations (ETOPS) and Operations in the North Polar Area, 53078-53093 [07-4472]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

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



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

[[Page 53078]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket Number FAA-2002-6717]


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

AGENCY: Federal Aviation Administration, DOT.

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

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

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

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

FOR FURTHER INFORMATION CONTACT: Jim Ryan, Air Transportation Division 
(AFS-220), Federal Aviation Administration, 800 Independence Avenue, 
SW., Washington, DC 20591; telephone: (202) 267-7493, e-mail Jim 
.Ryan@faa.gov.

SUPPLEMENTARY INFORMATION

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

Comments Invited

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

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

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

Contents

Paragraph

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

Chapter 1. General

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

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

104. Related Regulations.

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

Chapter 2. ETOPS Background

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

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

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

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

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

Chapter 3. Requirements for ETOPS Authorization

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

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

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

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

[[Page 53083]]

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

[[Page 53084]]

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

[[Page 53085]]

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

[[Page 53086]]

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

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

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

Chapter 4. ETOPS Flight Planning

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

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

    402. Flight Planning/Management Requirements.
    a. Flight Information. In addition to the requirements of 14 CFR 
part 91, Sec.  91.503, the certificate holder should ensure that the 
following information is available for use by the flight crewmember 
before departure:
    (1) Planned route of flight.
    (2) ETOPS entry/exit points.
    (3) Planned ETOPS alternate airports.
    (4) Equal time points.
    (5) Fuel consumption and expected use log.
    (6) Flight progress reporting points.
    (7) Weather and status of services and facilities at all ETOPS 
alternate airports as well as a reasonable number of adequate airports 
with weather greater than approach minimums other than the designated 
ETOPS alternates along the planned route that could be used for 
diversion before departure.
    b. Communication. Each airplane