LAMPIRAN PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA

Nomor : KP. 363 Tahun 2012

Tanggal : 12 September 2012

Staff Instruction
SI 8900-4.6
Issuance and Surveillance for Extended
Operations (ETOPS) Authorizations

Amendment : Original
Date : 12 September 2012

REPUBLIC OF INDONESIA – MINISTRY OF TRANSPORTATION

DIRECTORATE GENERAL OF CIVIL AVIATION
JAKARTA - INDONESIA
 SI 8900-4.6
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FOREWORD

1. PURPOSE : This Staff Instruction has been prepared to guide and assist
all Directorate of Airworthiness and Aircraft Operation
personnel, Indonesian Operators, or applicants in properly
discharging their responsibilities and efficiently
accomplishing their assigned tasks.

2. REFERENCE : This Staff Instruction handbook should be used in

accordance with the applicable regulations.

3. REVISION : The revision of this Staff Instruction hand-book will be

approved by the Director General of Civil Aviation.

DIRECTOR GENERAL OF CIVIL AVIATION

HERRY BAKTI
NIP. 19530419 198003 1 001

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TABLE OF CONTENTS

FOREWORD .................................................................................................................... i
TABLE OF CONTENTS................................................................................................... ii
CHAPTER 1 GENERAL ............................................................................................. 1
1.1 Purpose .............................................................................................................. 1
1.2 Definition ............................................................................................................ 1
1.3 Types of Authorization........................................................................................ 1
1.4 Points of Contact (POC). .................................................................................... 2
CHAPTER 2 APPLICATION PROCESS .................................................................... 3
2.1 Initial Contact. .................................................................................................... 3
2.2 Preparation for the Initial Meeting. ..................................................................... 3
2.3 Conduct the Initial Meeting. ................................................................................ 3
2.4 Application Package. .......................................................................................... 6
2.5 DAAO Review Process. ...................................................................................... 7
2.6 Review Gates. .................................................................................................... 7
2.7 Process Validation Plan. .................................................................................... 8
CHAPTER 3 ETOPS VALIDATION FLIGHTS .......................................................... 10
3.1 Validation Flight Emphasis Areas..................................................................... 10
3.2 After Flight Reviews (Parts 121 and 135)......................................................... 19
CHAPTER 4 AUTHORIZATION TO CONDUCT ETOPS OPERATIONS ................. 20
4.1 ETOPS Authorizations. .................................................................................... 20
4.2 ETOPS Heightened Surveillance. .................................................................... 20
CHAPTER 5 ISSUE OF AUTHORIZATIONS, CONDITIONS, and LIMITATIONS
B42, ETOPS UNDER PARTS 121 AND 135 (AS APPLICABLE). ................................. 21
5.1 ETOPS Authority. ............................................................................................. 21
5.2 Additional ACL.................................................................................................. 21
CHAPTER 6 ISSUE OF AUTHORIZATIONS, CONDITIONS, and LIMITATIONS D86
(MAINTENANCE) .......................................................................................................... 22
6.1 Authorizations, Conditions, and Limitations D86. ............................................. 22
6.2 Table 6.1. ......................................................................................................... 22
6.3 Table 6.2. ......................................................................................................... 22

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6.4 Table 6.3. ......................................................................................................... 22

6.5 Certificate Holders with Existing ETOPS Authority. ......................................... 23
CHAPTER 7 ETOPS SURVEILLANCE .................................................................... 24
7.1 Objective .......................................................................................................... 24
7.2 General............................................................................................................. 24
7.3 Operations Oversight ....................................................................................... 25
7.4 Maintenance Oversight. ................................................................................... 26
7.5 ETOPS Reporting ............................................................................................. 26
7.6 ETOPS Normal Maintenance Surveillance....................................................... 27
7.7 Prerequisites and Coordination Requirements................................................. 34
7.8 References, Forms, and Job Aids. ................................................................... 34
7.9 Task Outcomes. ............................................................................................... 35
7.10 Future Activities. Normal surveillance. ............................................................. 35

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CHAPTER 1 GENERAL

1.1. Purpose
This section provides operations and airworthiness guidance for a DAAO Inspector
to perform an evaluation of CASR part 121 or 135 applicant’s request for
authorization to conduct ETOPS, per AC 120-42 and contains operations and
airworthiness surveillance and oversight requirements for existing ETOPS
operations.

The ETOPS supplemental maintenance programs described in this chapter are not
applicable to three or more engine aircraft operated under either part.

1.2. Definition
For CASR part 121 and part 135 transport category turbine-powered airplanes with
two engines, ETOPS are operations conducted over a route containing a point
further than 60 minutes flying time at an approved one-engine-inoperative cruise
speed under standard conditions (in still air) from an adequate airport.

For CASR part 121 turbine-powered airplanes with more than two engines, ETOPS
are passenger-carrying operations conducted over a route containing a point further
than 180 minutes at an approved one-engine-inoperative cruise speed under
standard conditions (in still air) from an adequate airport.

It is important to read and understand the definitions found in CASR part 121,
section 121.7 before continuing with the guidance in this chapter.

1.3. Types of Authorization

The approves ETOPS in accordance with the requirements and limitations
contained in CASR part 121 appendix section 121.161 and part 135, section
135.161.
• CASR Part 121 and part 135. The DGCA may authorize ETOPS with
two-engine airplanes over a route that contains a point farther than
60 minutes flying time from an adequate airport at an approved
one-engine-inoperative cruise speed under standard conditions in still air.
• CASR Part 121. For passenger-carrying aircraft with more than two engines,
section121.161 may grant authorization to conduct ETOPS operations over a
route that contains a point greater than 180 minutes flying time from an
adequate airport at an approved one-engine-inoperative cruise speed under
standard conditions in still air.

To Be Granted ETOPS Authorizations, the Certificate Holder Must Demonstrate:

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Part CASR part 121 and 135: Compliance with the requirements of the applicable
rules in accordance with AC 120-42.

1.4. Points of Contact (POC).

For questions regarding an ETOPS authorization, contact:
Directorate of Airworthiness and Aircraft Operation
Directorate General of Civil Aviation
Gedung Karya Lt. 22
Jalan Medan Merdeka Barat No. 8
Jakarta 10110
Phone : +62-21-3506664
Fax : +62-21-3506663

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CHAPTER 2 APPLICATION PROCESS

2.1. Initial Contact.

The application process usually begins with the application letter from the
prospective certificate holder (applicant) and submitted to DAAO, DGCA.

2.2. Preparation for the Initial Meeting.

a. The DGCA will send invitation letter to applicant for the initial meeting.

b. The Deputy Director for Engineering assigns team leaders and members for
certification process. The team members shall be include the:
- Principal operations inspector (POI) (Operations).
- Principal maintenance inspector (PMI) (Airworthiness).
- Other resources (if required)

2.3. Conduct the Initial Meeting.

a. Initial Meeting.
At the initial meeting, the applicant should officially request ETOPS authorization
and present the DAAO with the letter of intent (LOI) and the application package
outlined in subparagraph 2.4.
b. Notes. Review any notes from the applicant initial contact (phone call,
face-to-face, or e-mail).
c. Discussion. During the initial meeting, discuss the following items with the
applicant :
1) POCs. Identify all of the POCs for the applicant and DAAO. For example,
Deputy Director for Engineering should appoint the team for ETOPS
certification, as POC. The applicant should also appoint a POC.

2) Program Deficiencies. If applicable, identify any existing program

deficiencies the applicant may have. If the applicant has existing ETOPS
authorization, present any existing ETOPS program deficiencies to the
applicant. The applicant must address these deficiencies prior to applying
for ETOPS authorization. For example, if the applicant has a marginal
Continuing Analysis and Surveillance System (CASS), the applicant must
correct it before the DGCA grants ETOPS authority.

3) Identify Appropriate Regulations and Guidance Materials. Identify all of

the Civil Aviation Safety Regulation. Manufacturer’s guidance material
may also be available.

4) Methods. There are two methods to gain ETOPS authorization:

accelerated and in-service. Inform the applicant of the 6-month minimum

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notification requirement prior to the anticipated start date for the

accelerated method, and the 60-day minimum notification requirement for
the in-service method. The applicant must understand that these times
are not negotiable.

i. CASR part 121 applicants may choose to use either method.

Depending on the circumstances, discuss the applicable method(s)
and be prepared to discuss the pros and cons of each method.
Although either method is available for CASR part 121, applicants
rarely use the in-service method.

ii. CASR part 135 applicants must use the in-service method. An
applicant can enhance safety when, before conducting ETOPS, an
applicant 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 there are limited
airports available for an en route diversion. Typically, this involves
prior operational experience on overwater flights to international areas
of operation in accordance with the CASR part 135 regulations and
AC.

Note: When the in-service method is used, the applicant must

understand that all training, processes, and procedures
required for ETOPS must already be in place prior to submitting
their application.

5) ETOPS Flight Operations Requirements. Brief the applicant on the

following:

i. CASR Part 121 and Part 135 Operations. Certificate holders applying
for ETOPS authorization must present to the DAAO to show that they
have policies, procedures, and training programs for pilots,
dispatchers, and flight followers (as applicable) to conduct ETOPS.
The applicant must provide manuals and a training program
curriculum to the DAAO for approval. Refer to AC 120-42 for specific
requirements. The application must also include the policies and
processes that the applicant will use to collect, monitor, evaluate, and
maintain records for their ETOPS operations.
ii. CASR Parts 121 and 135 Applicants. The engine-out speed that
applicants will submit for approval will be the basis for ETOPS
calculations. In addition, the applicant should provide a graphical
display in the form of range circles for the proposed area of operation
(see Figure 2.1. Range Circles).

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Figure 2.1. Range Circles

6) ETOPS Maintenance Requirements. Ask the applicant various questions

concerning the ETOPS maintenance requirements to gather additional
information.

7) Formal LOI. Inform the applicant that ETOPS authorization requires a

formal LOI. The applicant may submit this separately, or it may be part of
the application package (discussed later). The formal LOI should include
the following information at a minimum:
• Proposed ETOPS operating start date.
• Airplane/engine combination.
• Intended areas of operation.
• Type of ETOPS authorization requested.
• Existing operating certificate information, if applicable.

i. Inform the applicant that after the DAAO reviews the formal LOI; the
DAAO will provide a written response. This response should
acknowledge receipt of the letter and should specify acceptance of
the LOI, or specify what required information is missing.
ii. After the initial meeting with the applicant when they have officially
requested ETOPS authorization, the DAAO will ensure that the
appropriate ETOPS track record form, are made for the evaluation of
an ETOPS program.

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iii. The 6-month notification period for the accelerated method and the
60-day notification period for the in-service method begin upon DAAO
acceptance of the formal LOI. When the applicant uses the in-service
method, the applicant must understand that all training, processes,
and procedures required for ETOPS must already be in place prior to
DAAO acceptance of their formal LOI.

2.4. Application Package.

The applicant must submit an application. The applicant may submit the package at
the same time as the LOI; however, the applicant may also submit it later. The
application package is the heart of the ETOPS authorization process. It must
contain detailed information on the following:

a. As stated earlier, the application package may contain the formal LOI.

b. Defined processes, procedures, and related resources being allocated to initiate

and sustain ETOPS operations. These processes, procedures, and related
resources are typically referred to as the applicant ETOPS program. The
applicant must demonstrate a commitment by management and all personnel
involved in ETOPS flight operations and Maintenance. The applicant must
describe in detail how they will address the applicable flight operations
requirements as defined in the applicable CASRs and ACs. The applicant must
describe in detail how they will address each of the maintenance elements as
defined in the applicable CASRs and ACs.

c. ETOPS authorization requested (e.g., 120 or 180 minutes).

d. Proposed routes.

e. Dispatch policies and procedures.

f. Requested method of approval (in-service or accelerated).

Note: The method the applicant chooses requires the identification of a formal
timeline.

g. Documented plan for compliance with requirements of accelerated ETOPS

(if applicable).

h. An approved airplane/engine combination, including engine-out speed, those

ETOPS calculations will be based on.

i. Detailed review gates or equivalent. You can find further information about
review gates later in this section.

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j. Validation process. The validation process requires the applicant to identify a

formal timeline.

2.5. DAAO Review Process.

The DAAO validates whether the applicant included all of the required elements in
their application package. A review gate process, normally captured in the form of a
matrix, may identify all of these elements and can facilitate tracking them
throughout the validation process. If the applicant included all of the elements in
the application package, then the DAAO will continue with the evaluation process
and proceed to evaluate the application package including all of the elements. If
there are missing or incomplete elements, the DAAO sends written notification to
the applicant describing the shortfalls.

Note: As an aid to effectively validate the applicant’s proposed ETOPS operations

and maintenance program, see Chapter 7 of this Staff Instruction.

2.6. Review Gates.

Note: The review gate process, as defined in AC 120-42, is not detailed or required
for the in-service method; however, it is a proven process that is useful in both
application methods.

a. The review gate process will help ensure that the applicant’s processes comply
with the provisions of the applicable rules and AC 120-42, and are capable of
continued ETOPS operations. Normally, the review gate process will start
6 months, at a minimum, before the proposed start of ETOPS and should
continue until at least 6 months after the start of ETOPS.

b. Review gates, or an equivalent method, are helpful to track every aspect of an

ETOPS approval and to be able to see the status of the project at a glance.
Review gates or milestones should be in a matrix form. The method used
should:

1) Include dates of pertinent meetings, data submittals, and DAAO reviews

and/or approvals.

2) Identify each applicable maintenance and flight operations milestone.

3) Include a “process validation plan.”

c. Table 7.1, Extended Operations Authorization Review Gate Matrix Example,

found in Chapter 7 of this Staff Instruction, includes what experience has shown
to be a “best-practices” example of a review gate matrix. While we cannot
mandate that the applicant complete their information in this format, or in any

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particular format, a matrix is a proven tool that you can share and you should
encourage its use.

2.7. Process Validation Plan.

The process validation plan must include how the applicant intends to validate
each of the process elements required to attain ETOPS authorization. This plan will
spell out in sufficient detail how the applicant intends to ensure that each required
process works. Note that this is a living document and it can change many times.

a. The process validation plan must ensure that each ETOPS process is:
1) Defined,
2) Demonstrated,
3) Analyzed,
4) Amended (if required),
5) Revalidated, and
6) Proven (prior to ETOPS authorization).

b. The process validation plan may include validation through simulation; however,
the regulations require final validations be conducted in the aircraft/engine
combination that the prospective certificate holder proposes be used in their
ETOPS operation.

c. After the DAAO accepts the completed application package and the defined
ETOPS processes it contains, inform the applicant to begin the execution of their
process validation plan. The applicant will complete the process validation plan
under DAAO observation.

d. The final step in the process validation plan is the validation flights. The
applicant cannot institute the validation flight portion of the validation until the
DAAO develops scenarios. Upon concurrence, DAAO will send a letter to the
applicant to conduct validation flights.

Note: For a new entrant applicant part 121, it will typically require six
non-revenue legs to complete the ETOPS validation process. For a new
entrant applicant part 135, it will typically require two non-revenue legs to
complete the ETOPS validation process. Proving runs, ditching, and
evacuation exercises may be conducted concurrently with ETOPS flights
provided these exercises do not interfere with the ETOPS validation.

e. Prior to initiation of ETOPS validation flights, the applicant must have all aspects
of their ETOPS program successfully validated with one exception, that is the
physical inspection of all the applicant proposed ETOPS stations/facilities. For
new ETOPS operators, DAAO Team Members may conduct ETOPS
station/facility inspections in conjunction with the ETOPS validation flights. It is
understood that it may not be possible for DAAO Team Members to visit all of
the operator’s ETOPS station/facilities during the validation flight process.

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Ideally, a DAAO Team Member should accomplish an ETOPS station/facility

inspection prior to an operator conducting revenue ETOPS operations at all of
its stations. In the event that this course of action is not practical, DAAO Team
Member must ensure that all of the operator’s ETOPS stations/facilities are
evaluated within 90 days after the commencement of revenue ETOPS service.
The DAAO Team Member must ensure the accomplishment of these evaluations
to make certain that every ETOPS station/facility contains all of the elements
required to sustain successful ETOPS operations. In addition, DAAO Team
Member must reevaluate existing ETOPS stations/facilities at a minimum of
every 3 years to ensure the operator continues to maintain all of the elements
required to sustain successful ETOPS operations.

f. If the validation flight process is successful, then the applicant may be granted
ETOPS authorization.

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CHAPTER 3 ETOPS VALIDATION FLIGHTS

The DAAO, after receiving the certificate holder’s application, will validate the
submitted processes and procedures. The validation process will conclude with
validation flights. This ensures that the applicant policies, procedures, and training
will enable the applicant to safely conduct ETOPS operations. For initial ETOPS
approval, a CASR part 121 certificate holder required to fly one non-revenue flight
leg. CASR part 135 certificate holder required to fly one flight leg under revenue,
non-revenue, or carrying cargo only.

If the applicant has existing ETOPS approval with operational experience for at
least 6 months, and is adding a new aircraft/engine combination, a change to their
existing authorization (e.g. 120 minutes to 180 minutes), or a new geographic area
of operation to its ETOPS approval, the applicant may be required to fly two flight
legs (revenue service may be appropriate).

Prior to the initiation of validation flights, the DAAO will issue appropriate
Authorizations, Conditions, and Limitations (ACL) that are restricted to validation
flights only (see Chapter 5 of this Staff Instruction).

3.1. Validation Flight Emphasis Areas.

The following areas should be given special focus by the DAAO team during the
approval process.

Note: Unless noted otherwise, all items are identical for both parts 121 and 135
operations.

a. Airplane and Flight Planning Data. The DAAO should ensure that the applicant
is utilizing the appropriate airplane manufacturer’s performance for the
calculation of the ETOPS performance data. This information must be available
for use by flightcrew members, dispatchers, flight followers, and flight locators
and must include the following:

1) One-engine-inoperative level off (gross) fuel planning.

2) One-engine-inoperative level off fuel planning at 10,000 feet.

3) All-engine operating fuel planning to comply with oxygen requirements of

Section 121.333.

4) The applicant must show it can obtain the appropriate winds aloft data for
the area of operation in which they are planning to conduct operations.
The wind forecasts model utilized in the flight planning system must be
World Area Forecast System (WAFS) Gridded In Binary (GRIB) data wind

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forecasts. The GRIB forecast must have a minimum of 140 kilometers

(km) horizontal resolution (1.25 degrees) or equivalent accepted by
DGCA. This data must then be biased (increased) by 5 percent of the
wind speed to correct for possible variations in the actual winds aloft
could result in an increase in headwind or a decrease in tailwind.

Note: The 5-percent increase cannot be added to the tail wind component
to improve the fuel burn calculation.

5) The flight planning system utilized by the applicant must base all ETOPS
fuel calculations required by Section 121.646 on aircraft-specific
performance data in accordance with their approved program for each
aircraft type. If the applicant does not have an approved program to
monitor the in-flight performance of each aircraft it operates and adjust
fuel calculations accordingly, then each ETOPS fuel calculation utilized
by the applicant must include a 5 percent fuel penalty to account for
engine degradation and airframe drag.

6) The in-flight aircraft performance data and ETOPS fuel calculations must
consider the additional fuel burn required to account for the use of engine
and wing anti-ice for the entire time icing is forecast or ice accretion plus
wing and engine anti-ice for 10 percent of the time icing is forecast,
whichever is greater.

7) The ETOPS fuel calculations must also include fuel for auxiliary power
unit (APU) use, if the APU is a required power source during the flight,
and fuel to account for holding, approach, and landing.

b. ETOPS Area of Operation. The applicant must show before validation testing
that the altitudes and airspeeds used in establishing the ETOPS area of
operations for each airplane/engine combination comply with the terrain and
obstruction clearance, as well as the critical fuel scenario associated with the
applicable ETOPS equal-time point (Section 121.646) and the time-limited
system requirements of Section 121.633 are not exceeded.

c. En Route Airport Information. Section 121.7 requires the applicant to assemble a

list of airports for the proposed ETOPS area of operation. This list should be
reviewed by the DAAO to determine that the applicant is able to access and
maintain current information on the operational capabilities of the airports. The
applicant’s program should provide flightcrew members, dispatchers, flight
followers, and flight locators with current and forecasted weather, field
conditions, Notices to Airmen (NOTAM), rescue and fire fighting services
(RFFS), and any other information that may affect the safe operation of the
aircraft into the airport with one engine inoperative. See Figure 3.1, Foreign
Airport Assessment Aid.

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1) Adequate Airports. Section 121.7 allows an applicant to list an adequate

airport, with DAAO approval. An adequate airport must meet the
requirements of CASR part 139 or be an active and operational military
airport. In order to be considered adequate for a specific ETOPS
operation (flight), the airport must be open and the applicant should be
able to show that they can land at the airport in accordance with the
performance requirements of Section 121.197. Unless operating in North
Atlantic oceanic airspace in accordance with OpSpec paragraph B041,
the weather at an adequate airport does not have to meet the landing
minimums specified in the applicant OpSpecs.

2) ETOPS Alternate Airports. Section 121.7 requires the applicant to list

ETOPS alternate airports in their ACL. The applicant’s may list these
airports as being strictly for use as ETOPS alternate airports or they may
also use any regular, provisional, or refueling airport that is listed in their
ACL C70 for use as an ETOPS alternate.

3) Alternate Requirements. ETOPS alternate airports must meet the

alternate requirements contained in the applicant’s ACL C55 prior to
takeoff. Once the flight is en route, the weather minimums at an ETOPS
alternate airport may fall below the minimums contained in ACL C55 but
they must remain at or above the landing minimums prescribed in the
applicant’s ACL.

Note: Any time the weather at the designated ETOPS alternate drops
below alternate minimums, the DAAO team must ensure that the
applicant has procedures in place that indicate they shall make
every effort to change the alternate to another approved airport
within the maximum diversion time of the aircraft.

4) Operations Beyond 180 Minutes or in the North or South Polar Area. For operations
conducted in the North or South Polar Area, the applicant must provide a specific
passenger recovery plan for the designated ETOPS alternate airports
(diversion airports).

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Figure 3.1. Foreign Airport Assessment Aid

Foreign Airport Assessment Aid:
Date of Assessment:
Assessment Conducted by:
Airport ICAO/IATA Identification: Airport Name:
Hours of Operation:
Area Regulation Regulation Details Remarks
1 Personnel CASR 139 * Staffing hours
Operations phone number

2 Airport Overview CASR 121 Runways

Taxiways
Airport Qualification
CASR 139 * Airport Obstacle Assessment ****
Restrictions

3 Airport Lighting and CASR 121 Category III markings and ground
Navigation Aids surface movement area
Instrument Approaches Available

4 Snow and Ice CASR 139 * Prompt Removal

Control Plan
Access to Field Condition Reports

5 Airport Rescue and CASR 121 ** Category and hours of operation

Fire Fighting (ARFF)
CASR 139 Personnel Trained
Hours of Operation
Storage of ARFF Vehicles
Contact phone number

6 Aircraft Fueling Type of fuel

Fuel auditing
Contact phone number

7 Airport Emergency CASR 139 * Contact information for aircraft or

Plan medical emergency

8 Airspace
CASR 139 * Airspace category
Controlled airspace hours of operation
Air traffic control tower or CTAF
Segmented circle and lighted wind
indicator ***
CASR 121 Weather reporting access to metars
Availability of a TAF

9 Public Protection CASR 121 *

CASR 139 Security program to restrict access to
aircraft movement

Note:
* Required for airport to be considered “Adequate” IAW 121.7
** ARFF ICAO Index 7 required for airports which the air carrier utilizes for operations
beyond 180 minutes
*** Required only if the airport does not have a 24 hour tower operation.
**** Obstacles within the airport boundaries are accounted for by the assessment and
properly illuminated.

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d. One-Engine-Inoperative Speed Selection. The one-engine-inoperative cruise

speed is a speed that is within the certified operating limits of the airplane that
the applicant specifies and the DAAO approves. The speed selected is used to
determine the still air (no wind), 60-minute range (distance) centered on the
adequate airports identified in subparagraph 3.1(c). If the route of flight takes the
aircraft out of this area, the operation must be conducted in accordance with the
approved ETOPS program (see Figure 2.1). The applicant makes the calculation
for the ETOPS maximum diversion times (e.g., 120 or 180 minutes); utilizing the
approved one-engine-inoperative speed. The ETOPS operation must remain
within the maximum no-wind distance (based on the maximum diversion time) of
the selected ETOPS alternate airports. Normally, the certificate holder will
produce a planning chart (paper or electronic) that shows the normal
one-engine-inoperative cruise range in the form of circles (Figure 2.1).

Note: ETOPS fuel calculations must take into account and comply with terrain
clearance, Section 121.191, and oxygen requirements contained in
Section 121.329 and Section 121.333. If the rule required for ETOPS in
accordance with 121.646 exceeds the fuel required by Section 121.645,
then the flight is considered to be “ETOPS Fuel Critical.” The certificate
holder must carry the greater of the fuel required by Section 121.645 and
Section 121.646.

e. Recalculation of Flight Plan While En Route.

1) The applicant should have the capability to recalculate the flight plan after
departure (in-flight reanalysis). Depending on the route of flight, the
ETOPS Entry Point (EEP) can be many hours after departure. Section
121.631(c) requires a reanalysis of the weather at each ETOPS Alternate
Airport prior to entry into the ETOPS airspace. An analysis of the current
status of the aircraft systems should also be conducted to ensure all
ETOPS significant systems are functioning normally. If the weather at any
ETOPS alternate airport falls below landing minimums or any ETOPS
significant system becomes inoperative prior to reaching the EEP, the
certificate holder must evaluate the impact and take appropriate actions,
which may require an in-flight reanalysis of the route of flight, fuel
calculations, or any other elements of the flight plan.

2) In addition, the certificate holder should have the capability to re-calculate

the flight plan in the event of an en route deviation or reroute to ensure
that the aircraft remains within the maximum diversion time of the ETOPS
alternate airports, or an appropriate adequate airport, if the new route of
flight takes the aircraft out of the maximum diversion range of the listed
ETOPS alternate airports.

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f. Computer Flight Plan (CFP) System. The applicant should substantiate that the
CFP and dispatch/flight release system is capable of providing the following
information to the pilot and dispatcher:

1) Flight planning based on latitude/longitude as well as air traffic system

routings in the event of an in-flight diversion.

2) Dynamic graphic display of ETOPS circles, based on speed selected

during preplanning.

3) Depending on the aircraft type, the aircraft must be able to carry

additional fuel for stronger-than-planned winds and additional fuel for
icing.

4) A database with a list of suitable en route (ETOPS) alternates where the

dispatcher would select from the list based on type of operation and
aircraft; e.g., 120 or 180 minutes with a two- or four-engine aircraft.

5) Accuracy of internal computer calculations for the all critical fuel scenario
calculations.

6) Ability to apply minimum equipment list (MEL)/Configuration Deviation List

(CDL) restrictions and penalties unique to ETOPS operations.

7) Automated equal time point (ETP) calculations. (The certificate holder

should maintain the ability to calculate and plot the ETP manually.)

8) Ability to plan a random route flight plan and depending on the operation,
select the best route of flight based on a GRIB wind forecast.

9) Calculation of flight information region (FIR) entry and exit points.

10) EEP and ETOPS Exit Point (EXP) calculations and display on the
computer flight plan.

11) Ability to display to the dispatcher and list on the CFP the forecast valid
time of integrated GRIB wind data.

12) ARINC-424 navigation data to show consistency between the CFP and
the Navigation Database (NDB) utilized in the airplane.

13) International duty/rest time calculations.

Note: The applicant should substantiate all values in the CFP system
against aircraft manufacturer data prior to validation flights. The CFP
values will be validated during the ETOPS validation flights.

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g. Weather Information System. The applicant should substantiate that the weather
information system that it uses can be relied on to forecast terminal and en route
weather, including icing forecasts, with a reasonable degree of accuracy and
reliability in the proposed areas of operation. Factors such as staffing,
dispatcher, training, sources of weather reports and forecasts and, when
possible, a record of forecast reliability should be evaluated.

h. Alternate Weather Minimums. Alternate weather minimums will be those listed in

the applicant’s Authorizations, Conditions, and Limitations (ACL) No. C55.
These minimums must reflect the current requirements of 121.625 or 135.625,
as applicable. Although no consideration is given for the use of Global
Positioning System (GPS)/Area Navigation (RNAV) approaches, certificate
holders may obtain authorization to use these approaches from the DAAO, who
will authorize the approaches in the certificate holder’s OpSpecs.

i. Communications. The applicant must have a communications system in place

that complies with 121.99, 121.122, or 135.309, as applicable. The
communication system is usually two-way very high frequency (VHF) radio, but
alternate means such as VHF data link, high frequency (HF) voice or data link,
or the applicant might substitute a satellite communication (SATCOM) if
approved by the DAAO. Refer to MEL considerations, limitations, and
restrictions in accordance with 135.309 for part 135 operations.

Note: Currently the regulations do not permit SATCOM for North Atlantic
operations.

j. Navigation. The applicant must show the availability of navigation facilities

adequate for the operation, taking into account the navigation equipment
installed on the airplane, the navigation accuracy required for the planned route
and altitude of flight, and the routes and altitudes to the airports designated as
ETOPS alternates.

k. Dispatch or Flight Release (Part 121 Only). For all ETOPS operations, the
dispatch or flight release must list all ETOPS alternates and the planned ETOPS
diversion time under which the flight is dispatched or released.
(Sections 121.687 and 121.689)

1) The DAAO grants approval to conduct ETOPS greater than 180 minutes.
In selecting ETOPS alternate airports, the applicant must make every
effort to plan ETOPS with maximum diversion distances of 180 minutes or
less, if possible. If conditions necessitate using an ETOPS alternate
airport beyond 180 minutes, the route may be flown only if the
requirements for the specific operating areas contained in part 121
appendix P, Section 1, paragraph (h) or (i) are met.

2) Two-hundred-and-seven-minute ETOPS in the North Pacific (NOPAC)

area of operation and 240-minute ETOPS in the North Polar Area of the

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NOPAC, north of the equator, may be granted by the DAAO as an

exception that may be used on a flight-by-flight basis. This exception may
only be used when an ETOPS alternate airport is not available within
180 minutes.

Note: In accordance with section 121.633(b), any operation that is

authorized beyond 180 minutes must be approved in accordance
with the aircraft time-limiting systems, corrected for wind and
temperature. In addition, the airplane must remain within the
ETOPS-authorized diversion time from an adequate airport that is
RFFS-equivalent to International Civil Aviation Organization (ICAO)
Category 7 or higher.

3) The certificate holder must inform the flightcrew each time an airplane is
proposed for dispatch for greater than 180 minutes and tell them why the
route was selected. The reason for the route selection must be included
in, or attached to, the dispatch or flight release.

Note: AC 120-42 should be reviewed for the specific criteria required for
ETOPS operations greater than 180 minutes.

l. Public Protection.

1) Protection from the Elements. If the certificate holder is applying for

ETOPS operations beyond 180 minutes and for operations in the North
Polar Area and South Polar Area, dispatch/flight release policies and
procedures must be included for facilities at each airport, or in the
immediate area, sufficient to protect the passengers and cargo from the
elements.

2) Passenger Recovery Plan. The applicant must provide training to

flightcrew members and dispatchers relative to their perspective roles in
the applicant’s passenger recovery plan.

m. Potential Diversion Airports After Departure. The applicant must demonstrate

that the pilot, dispatcher (domestic and flag operations), or the person
authorized to exercise operational control (supplemental operations), typically
known as a flight follower, is able to monitor the airports within the ETOPS area
of operation.

1) The applicant must make information regarding weather, airport field

conditions, and airport facilities readily available and should communicate
this information to the pilot in command (PIC) in the event changes in
these conditions would render an airport unsuitable for landing. For
certificate holders operating under part 121 domestic or flag rules, this
information will be communicated to the flightcrew by a dispatcher. For
certificate holders operating under part 121 supplemental rules, this

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information will typically be communicated by a person authorized to

exercise operational control by the certificate holder.

2) Prior to reaching the EEP, the PIC and the dispatcher or flight follower
must ensure the capability and availability of all en route alternates to
support any en route contingencies. Weather from the earliest to latest
time of arrival (TOA) at an ETOPS alternate as well as the landing
distances, airport services, and facilities must be evaluated. If changes to
any of these conditions since the time of departure would preclude a safe
approach and landing, the dispatcher or flight follower will notify the PIC
and will select a new ETOPS alternate where a safe approach and
landing can be made.

n. Emergency Conditions. DAAO team will ensure the following emergency

conditions are simulated during the ETOPS validation flights:
1) Total loss of thrust of one engine (throttle at idle),
2) Total loss of engine-generated (or normal) electrical power,
3) Any other condition considered more critical in terms of airworthiness,
crewmember workload, or performance risk.

Note: The critical scenario will result in an actual diversion to an alternate

airport. Planned diversions must be coordinated with the applicable air
traffic control (ATC) facility.

4) For a part 121 domestic and/or flag applicant, if a scenario requires the
changing of en route alternates, a dispatcher must issue a new dispatch
release. If the flight is en route, a dispatcher must communicate this
revised release by voice or data link to the PIC for concurrence. If the
flight is on the ground, the dispatcher may use any approved method to
transmit flight documentation to deliver the amended release. The revised
release should have current weather and any appropriate information for
the new ETOPS alternate to it.

o. Diversion and Failure Scenarios. PIs should be sure that there was an
assessment of scenarios for system failure and partial system failure. The DAAO
should also include other diversion scenarios such as medical emergencies,
onboard fire and loss of pressurization, or security threats.

p. Air Operator Certificate (AOC). Whenever the applicant conducts a flight to a

destination outside the Indonesia, DAAO team should ensure that the aircraft
has an original, certified copy of the AOC on board the aircraft as required by
ICAO Annex 6.

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3.2. After Flight Reviews (Parts 121 and 135).

After the conclusion of each validation flight, the DAAO team and the applicant
should conduct an in-depth review of the flight. All active participants in the
validation flight should participate in the review. If there are any areas of concern to
the DAAO team regarding the conduct or operation of the flight, the applicant must
offer remedies prior to initiation of the next validation flight or final approval
process.

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CHAPTER 4 AUTHORIZATION TO CONDUCT ETOPS OPERATIONS

4.1. ETOPS Authorizations.

As stated earlier in this chapter, the DAAO determines the final decision on
whether the certificate holder has demonstrated the appropriate qualifications to
receive ETOPS authorization, the DAAO will issue ACL B42. This letter will be a
reference for issuing OpSpec.

4.2. ETOPS Heightened Surveillance.

Although the certificate holder now has the authority to begin ETOPS revenue
flights, heightened surveillance by the DAAO team will continue for 6 months.

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CHAPTER 5 ISSUE OF AUTHORIZATIONS, CONDITIONS, and

LIMITATIONS B42, ETOPS UNDER PARTS 121 AND 135 (AS APPLICABLE).

5.1. ETOPS Authority.

The DAAO may grant a certificate holder the authority to conduct ETOPS in
accordance with part 121 appendix P and section 121.161 or part 135. Authority to
conduct ETOPS is granted through the issuance of OpSpecs. ACL B42 is issued to
certificate holders who have been granted approval to conduct ETOPS with
two-engine airplanes, and with passenger-carrying airplanes with more than two
engines.

5.2. Additional ACL.

In addition to the ETOPS ACL, the type of operation conducted may require
additional ACL, such as:
• B36 for Class II Navigation, B37 if the operation involves Central East
Pacific (Airspace) (CEPAC).
• B38 if the operation involves NOPAC airspace.
• B39 if the operation involves NAT/MNPS airspace.
• B40 if the operation involves AMU.
• B43 and/or B44 if the certificate holder has authorization to use these fuel
reserves in ETOPS.
• If the operation involves transatlantic flight in the North Atlantic, these
operations can also receive authorization under B41 if the capabilities of
the aircraft permit North Atlantic Operations (NAT/OPS) under the
60-minute rule.

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CHAPTER 6 ISSUE OF AUTHORIZATIONS, CONDITIONS, and

LIMITATIONS D86 (MAINTENANCE)

6.1. Authorizations, Conditions, and Limitations D86.

Authorizations, Conditions, and Limitations D86 contains information on the
aircraft, authorized diversion time in minutes, their maintenance programs, and the
Configuration Maintenance Procedures (CMP) documents (as applicable) for the
airplanes the certificate holder will use in parts 121 and 135 ETOPS.

6.2. Table 6.1.

Table 6.1 from ACL D86 contains information that identifies the aircraft and the
number of minutes authorized diversion time.

Table 6.1
Registration No. Airplane Maximum Diversion Time
M/M/S In Minutes
Enter registration mark of the Enter the Make, Model, and Series of Enter the authorized maximum
authorized aircraft; i.e., this aircraft; i.e., diversion time, in minutes; i.e.,
PK-ABC A 330-200 180

6.3. Table 6.2.

Table 6.2 from ACL D86 contains information about the maintenance and reliability
programs for each make, model, and series (M/M/S) of aircraft and engine
combination used in ETOPS service.

Table 6.2
Airplane Program Program Program Powerplant Program Program Program
M/M/S Name Number Date M/M/S Name Number Date
Enter Enter the Enter the Enter the Enter Enter the Enter the Enter the
airplane name of the program current Engine name of the program current
M/M/S; maintenance number if revision M/M/S for maintenance number if revision
i.e., and/or applicable; date for this aircraft; and/or applicable; date for
reliability i.e., this i.e., reliability i.e., this
program for document; program for document;
this M/M/S; i.e., this engine i.e.,
i.e., M/M/S;
i.e.,

B-767-332 CAMP D003561 10/21/08 PW4060 CAMP D003561 10/21/08

6.4. Table 6.3.

Table 6.3 from ACL D86 identifies the CMP documents that may be applicable to
the aircraft/engine combination. These documents include non-optional service
information such as Service Bulletins (SB), Service Letters (SL), manual revisions,
etc., that must be incorporated into the aircraft and Continuous Airworthiness
Maintenance Program (CAMP) prior to entry into ETOPS service.

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Part 135 aircraft may not have an applicable CMP document. In these cases, enter
“NONE” in the “CAA approved CMP Document Name/Number” block, leaving the
rest of the blocks blank.

Table 6.3
Airplane Powerplant CAA-Approved CMP Document Document CAA-Approved
M/M/S M/M/S Name/Number Date Amendment No.
Enter airplane Enter engine Enter the applicable CMP Enter the current Enter the
M/M/S; i.e., M/M/S for this document number or name for the revision date for DGCA-approved
aircraft; i.e., listed airplane-engine combination this document; amendment No. for the
(if applicable); i.e., i.e., document; i.e.,

D003561
B-767-332 PW4060 10/21/08 P

6.5. Certificate Holders with Existing ETOPS Authority.

Recognize that once a certificate holder has authorization to conduct ETOPS,
procedures and systems should be in place to support any additional ETOPS
authority. Therefore, the application package for a certificate holder who is
experienced in ETOPS and who is requesting a new aircraft/engine combination, a
change to their existing authorization (120 minutes to 180 minutes), or a new
geographic area of operation may not need to be as complex as an application
package from a certificate holder who has never held ETOPS authority.

For certificate holders with existing ETOPS authority wishing to add a new ETOPS
destination, an inspection of the new ETOPS station/facility must be conducted by
an Airworthiness Inspector from the DAAO no later than 90 days after initial
start-up. Additionally, for existing ETOPS stations that have never had a facility
inspection or have not had an inspection within the last 24 months, a station/facility
inspection by an Airworthiness Inspector and, if appropriate, an Operations
Inspector should be conducted within 120 days of issuance of this guidance. The
DAAO should make every effort to schedule complementary inspections during the
same station/facility visit. For example, also conduct contract maintenance, fuel
facility, CAMP requirements inspections, etc., as applicable.

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CHAPTER 7 ETOPS SURVEILLANCE

7.1. Objective
a. Surveillance Activities. The objective of Extended Operations (ETOPS)
surveillance is to ensure that the certificate holder continually maintains the
highest possible level of safety in its ETOPS operation. Since extended-range
programs have such a great potential for adverse safety impact if not properly
administered, DAAO inspector with oversight responsibility for an ETOPS
certificate holder must place special emphasis on surveillance activities.
Surveillance consists of the following:
1) Trend analysis,
2) Problem identification and resolution, and
3) Implementation of corrective action.

b. Daily Oversight. In addition to the normally scheduled surveillance, daily

oversight of the certificate holder’s ETOPS program is essential to ensure the
continued highest possible level of safety required for an effective ETOPS
operation. Examples may include, but are not limited to, reviewing the certificate
holder’s daily fleet performance, event reports, adverse trends, and pilot
reports. Daily oversight will lead to constant process improvement. Process
improvement can only be achieved if good communications exist between the
certificate holder and the DAAO.

Note: Additional information on the ETOPS surveillance process can be

found in the current editions of Advisory Circular (AC) 120-42, Extended
Operations (ETOPS and Polar Operations).

7.2. General
a. Phases of Oversight.
There are generally two distinct phases of ETOPS oversight. They are:
1) Initial Period. The initial period usually encompasses a heightened period
of surveillance during the first 6 months after a certificate holder receives
its ETOPS authorization. This is further broken down into two 3-month
segments.
i. The first segment is a period of time where the DAAO and the
certificate holder evaluate the new ETOPS programs in action.
This is the “wring out” phase to identify any program weaknesses
or potential problem areas missed during the validation process.
ii. The second segment of time is used to address issues found in the
first segment. The certificate holder and the DAAO make
adjustments or fine-tune the ETOPS programs. This ensures they
consistently meet the requirements of the applicable rules, and the

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12 September 2012

objective of ensuring the highest possible level of safety in the

certificate holder’s ETOPS operation.

Note: During the first 6 months of ETOPS operations many newly

authorized certificate holders request additional ETOPS authority,
such as an increase from 120 minutes to 180 minutes and/or the
addition of new areas of ETOPS operation. Such requests illustrate
another reason why the heightened surveillance period is
particularly important.

2) Normal Surveillance. Normal surveillance follows the initial period. During

normal surveillance, the inspectors must ensure that the certificate holder
maintains their ETOPS program in accordance with the authorizations
granted and continues to follow the policies and procedures contained in
their program, including any revisions. Normal surveillance also includes
required ETOPS reporting. You can find more information regarding
ETOPS reporting later in this section.

b. Types of Oversight. There are two types of oversight:

1) Proactive Oversight. Proactive oversight focuses on prevention. It should

include observation of actual ETOPS operations as they are being
conducted, as well as thorough review of the certificate holder’s ETOPS
policies, procedures, documents, and manuals for deficiencies. In
addition, ETOPS reports, flight records, training, facilities, and human
factors should all be evaluated whenever possible. The focus here is
prevention by actively and constantly looking for latent hazards that may
exist in the ETOPS programs or the organization.

2) Reactive Oversight. This typically occurs after the fact when the ETOPS
event has already occurred. These events include: in-flight shut downs
(IFSD) of engines, diversions, and/or turn backs, lack of auxiliary power
unit (APU) in-flight start reliability, and ETOPS significant systems
reliability. Obviously, this list is not all-inclusive. In reactive oversight, you
review and analyze ETOPS event reports to determine the root cause of
an event and ensure the certificate holder has taken appropriate
corrective action.

7.3. Operations Oversight

a. Requirements. In addition to the requirements of AC 120-42 (as applicable),
the emphasis areas listed in this Staff Instruction for the validation flights are
also applicable for flight operations surveillance and oversight. Additionally, the
DAAO should ensure that the certificate holder is adhering to the time
limitations authorized in their ACL B42
b. Advance Notification. The CASR 135 certificate holder should request
advance notification of ETOPS operations during the first 6 months following

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ETOPS approval. This will allow the DAAO to observe these operations as they
occur.

7.4. Maintenance Oversight.

Due to the critical nature of maintenance on a certificate holder’s ETOPS program
and its relationship to safety, place special emphasis on surveillance of the
authorized ETOPS maintenance program.
a. The Intent of ETOPS. The intent of ETOPS is to preclude a diversion and
(if it does occur) to have programs in place to protect that diversion. DAAO
inspector should ensure that the certificate holder follows their ETOPS
maintenance programs as outlined in the maintenance manual sections
referenced in the ACL. The DAAO inspector should closely monitor any
revisions to the certificate holder’s program that could adversely affect the
ETOPS program.
b. ETOPS Culture. Oversight should include conformation of a positive ETOPS
culture at all levels of the organization. Surveillance and oversight will provide
evidence that the corporate culture and infrastructure to support the ETOPS
operation continues to exist. Additionally, surveillance will ensure the
maintenance program continues to provide safe ETOPS operations.

Note: If the certificate holder’s reliability program (Continuing Analysis and

Surveillance System (CASS) (as applicable)) is marginal, an effective
ETOPS program is questionable.

7.5. ETOPS Reporting

The principal inspector (PI) accomplishes ETOPS should make the reports directly
to Director.
a. Reporting an ETOPS Event.
1) In addition to the reporting requirements in part 121, section 121.703 and
section 121.705 and part 135, section 135.703 and section 135.705 , the
certificate holder must report the following items on their ETOPS
airplanes (regardless of ETOPS or non-ETOPS operation) within
96 hours to its DAAO:
i. IFSDs, except planned IFSDs performed for flight training.
ii. Diversions (including time) and turn-backs for failures,
malfunctions, or defects associated with any ETOPS significant
systems.
iii. Un-commanded power or thrust changes or surges.
iv. Inability to control the engine or obtain desired power or thrust.
v. Inadvertent fuel loss, unavailability, or uncorrectable fuel imbalance
in flight.
vi. Failures, malfunctions, or defects associated with ETOPS
significant systems.
vii. Any event that would jeopardize the safe flight and landing of the
airplane on an ETOPS flight.

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12 September 2012

Note: If an event occurs on an ETOPS airplane during a non-ETOPS

flight, the certificate holder has an obligation to report this event
even though it was not an ETOPS flight. The key here is that
because it is an ETOPS airplane, it is still a reportable event.

2) The PI’s will report ETOPS event information to the Director.

b. ETOPS Normal Reporting.

In addition to the 96-hour requirements, the certificate holder is also responsible
to submit a comprehensive report to the DAAO on a regular basis (customarily
monthly) for part 121 and quarterly for part 135. Although the DGCA does not
have a rule mandating these monthly or quarterly reports, AC 120-42 identify
the requirement.

1) Part 121. Customarily, part 121 DAAO will received from the certificate
holder the following information, on a monthly basis:
i. Summaries of IFSD rate—12-month rolling average
ii. Delays and cancellations related to the ETOPS event
iii. Number of ground events; i.e., aborted takeoff, power shortfall or
loss, and unscheduled engine removals, and
iv. Number of events; i.e., APU failed to start, or failed in use, while
intended for ETOPS or during an ETOPS event

Note: The monthly information is submitted as one report—generally

called the ETOPS report.

2) Part 135. On a quarterly basis, DAAO will be received from the certificate
holder the following information: Each airplane authorized for ETOPS
containing the hours and cycles for each airplane.

c. ETOPS Reporting Requirements Summarized

1) ETOPS Events:
i. The certificate holder reports ETOPS events within 96 hours to the
DAAO (as they occur).

2) Normal Reporting to DAAO:

i. Part 121 certificate holders submit a comprehensive report to the
DAAO (usually monthly).
ii. Part 135 certificate holders submit a comprehensive report to the
DAAO quarterly.

7.6. ETOPS Normal Maintenance Surveillance

a. Review the Certificate Holder’s Manual. In addition to the processes and
procedures required to conduct ETOPS, the manual should also represent the
certificate holder’s ETOPS philosophy and define the airline’s infrastructure.

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12 September 2012

These elements should be evident at all levels of the company. The overall
intent is to preclude and (if it happens) protect the diversion.

b. Observation. Each of the ETOPS maintenance requirements described below

must be evaluated against the applicable rule requirements and the guidance
described in AC 120-42. To this end, the inspector must ensure that the ETOPS
maintenance program contains at least the following supplemental programs:

Note: The following paragraphs provide a brief description of the ETOPS

supplemental requirements. For complete details of the required ETOPS
Continuous Airworthiness Maintenance Program (CAMP) and its
supplemental programs, consult the applicable parts within the CASR and
AC 120-42. It is imperative that the inspector workforce understand that the
information provided below is only an overview. It is absolutely essential
that you review the applicable rules and ACs prior to evaluation of these
activities for initial ETOPS authorization and for ongoing ETOPS oversight.

Note: An important prerequisite to a certificate holder’s ETOPS CAMP is to first

ensure that the certificate holder’s non-ETOPS CAMP is capable of
supporting the ETOPS supplemental elements. Specifically, does the basic
CAMP contain the maintenance and inspection program’s instructions for
continued airworthiness (ICA) necessary to support an ETOPS operation?

1) ETOPS Maintenance Document. The ETOPS maintenance document(s)

must reflect the actual policies and procedures that the certificate holder
expects their ETOPS maintenance personnel to adhere to accomplish
the required ETOPS program elements. The document(s) should be
user-friendly and accessible to all affected personnel.
2) Procedural Changes. The certificate holder’s ETOPS maintenance
document must contain procedures to gain approval from the DAAO for
any changes to its ETOPS maintenance procedures. These procedures
should ensure that changes are submitted in a timely manner. This will
allow the DAAO time for review before the certificate holder incorporates
the change into its ETOPS document.

Note: Each revision or procedural change to the ETOPS maintenance

document will require a revision to the certificate holder’s ACL D86.
The DAAO must receive and approve all revisions or procedural
changes to the ETOPS program. The certificate holder must receive
a new ACL D86 that reflects the new ETOPS maintenance document
date prior to implementation.

3) Predeparture Service Check. The certificate holder must have an ETOPS

Predeparture Service Check to verify that the airplane and certain
significant items are airworthy and ETOPS-capable immediately before
the ETOPS flight. In the ROI, an appropriately trained and licensed
enginer (AMEL Airframe and Powerplant (A&P)) must complete the

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Predeparture Service Check. Outside the ROI, under certain

circumstances, the person completing and documenting the Predeparture
Service Check may not need to hold a ROI license. See AC 120-42 as
applicable to the operation in question for specific details. In this case,
one should generally accept the word “immediately” to mean “2 to 4
hours” prior to departure on the ETOPS flight segment. Each certificate
holder’s Predeparture Service Check may vary in form and content. The
specific certificate holder’s needs should drive the content and suitability
for an acceptable Predeparture Service Check.

4) Dual Maintenance. The certificate holder must establish procedures that

minimize scheduling dual maintenance actions to multiple similar
elements in any ETOPS significant system during the same routine or
non-routine maintenance 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).
The certificate holder should include a clear definition of what constitutes
dual maintenance in their ETOPS maintenance document. In the event
that the certificate holder performs dual maintenance, their procedures
must ensure the verification of positive corrective action prior to entry into
ETOPS airspace. The procedures must ensure that such maintenance
actions are performed by a different qualified technician, or if performed
by the same technician, then he or she must be under the direct
supervision of a second qualified individual. In either case, a qualified
individual must conduct a ground verification test and ensure that any
in-flight test that is required by the certificate holder be done as well. A
certificate holder may choose to conduct a functional check flight after a
heavy maintenance visit to address dual maintenance actions in addition
to first performing ground verification action.

5) Verification Program. The certificate holder must establish a verification

program to verify corrective actions on ETOPS significant systems. The
certificate holder must have procedures that prevent an airplane from
being dispatched for ETOPS (after propulsion system shutdown, any
primary system failure, or significant adverse trends on a previous flight)
unless appropriate corrective action has been taken. Anytime a positive
corrective action is not verifiable on the ground (could not duplicate
malfunction, etc.) for any reason, there is a requirement for an in-flight
verification.

i. Certificate holders with authority to conduct ETOPS must have

ground and in-flight verification flight procedures described in their
supplemental maintenance program for events involving
propulsion system shutdown, engine or major engine module
change, primary system failure, and for certain adverse trends or
prescribed events.

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ii. It is permissible to designate the period of time from airport

departure to entry into the ETOPS environment as maintenance
verification flight, in combination with a regularly scheduled
ETOPS revenue flight, provided the verification phase is found
satisfactory prior to reaching the ETOPS Entry Point (EEP). It is
important to note when the certificate holder conducts this type of
ETOPS verification flight:
• Written procedures exist to ensure that the flightcrew
receives a full briefing prior to dispatch concerning the
event and/or the maintenance performed.
• Appropriate maintenance personnel should convey to the
flightcrew the specific observations and/or actions required
of them during the verification portion of the flight, as well
as the method used to properly record the satisfactory
completion of that verification flight.
• All flightcrew observations and/or actions must be complete
prior to entering the ETOPS portion of the flight.
• Documentation of pass/fail. Communications with the
dispatch or flight following center and maintenance control,
and an appropriate logbook entry must be completed in
accordance with the certificate holder’s ETOPS
maintenance document.

6) Task Identification. The certificate holder must identify all tasks that need
to be completed and certified as complete by ETOPS-qualified
maintenance personnel. The intent is to have ETOPS-trained
maintenance personnel accomplish these tasks because they are related
to ETOPS. If the certificate holder does not specifically identify the tasks,
an ETOPS-trained maintenance person must accomplish all maintenance
tasks.

7) Centralized Maintenance Control Procedures. A certificate holder

conducting ETOPS (regardless of the size of its 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 specific procedures, duties, and
responsibilities for involvement of their centralized maintenance control
personnel in their ETOPS operation.

8) ETOPS Parts Control. The certificate holder must have an ETOPS parts
control program that ensures only parts approved for ETOPS are utilized
to maintain the integrity of the systems that are unique to ETOPS. This
program must include provisions to verify that parts placed on aircraft
through parts borrowing and pooling agreements meet this requirement
as well.

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9) Reliability Program/Enhanced Continuous Analysis and Surveillance

System (ECASS). Certificate holders conducting ETOPS may modify
their DGCA approved reliability program to include the ETOPS
maintenance elements, or if they do not have a reliability program, the
certificate holders’ existing CASS must be enhanced to include ETOPS
elements. The certificate holders should design their program primarily to
prevent, identify, and correct problems. The program should incorporate
reporting criteria for use by the carrier and the DGCA as a measure of
ETOPS reliability.

i. For part 135, the certificate holder must enhance the CASS
program to include all of the ETOPS maintenance elements and
the certificate holder should design their CASS program primarily
to identify, correct, and prevent problems.
ii. Regardless of which program the certificate holders have, it must
include the additional reporting procedures for significant events
detrimental to ETOPS flights contained in section 121.374 or
part 135 (as applicable).

10) Engine Condition Monitoring (ECM). There is a requirement for

parts 121 and 135 certificate holders who conduct ETOPS to have an
ECM program. The certificate holder should design this program to
ensure their engines can continue to operate at maximum continuous
thrust (MCT) for extended periods of time within operating limits, in the
event single-engine operation is required because of an IFSD or failure
of other powerplant systems. This program may be a recognized program
from an engine manufacturer, a contractor, another airline, or it may be
the certificate holder’s own program. Regardless of origin, the ECM
program should provide a system for data collection and timely analysis
to detect engine deterioration and preclude failure. The purpose of the
program is to recognize and ensure timely correction of engine problems.

11) Propulsion System Monitoring. Parts 121 and 135 both require
certificate holders who conduct ETOPS to have a propulsion system
monitoring program to monitor and detect adverse trends in their
propulsion systems. This program requires each certificate holder to
conduct an investigation into the cause of each IFSD and submit findings
to the DAAO. If DAAO determines that corrective action is necessary, the
certificate holder must implement a corrective action. The part 121
program also contains a fleet average IFSD rate system. (See AC 120-42
for current part 121 IFSD calculations, values, and reporting
requirements.)

i. A part 121 certificate holder may include the IFSD rate statistics of
all engines that are configured for ETOPS (i.e., meet the
Configuration Maintenance Procedures (CMP)). The certificate
holder must ensure these engines are maintained in that

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12 September 2012

configuration and in accordance with the certificate holder’s

ETOPS program. However, these engines (while installed on
non-ETOPS aircraft) do not have to be maintained by
ETOPS-qualified mechanics. Including non-ETOPS engines is
advantageous to small fleet size certificate holders to minimize the
statistical impact. In order to qualify for this proviso, the certificate
holder must gain approval from the DAAO
ii. Prior to use of these engines on an ETOPS aircraft, an
ETOPS-qualified mechanic must accomplish an inspection to
ensure the engine still meets the certificate holder’s ETOPS
configuration. While the engine is in ETOPS operation (installed on
an aircraft listed on the operator’s ACL D86), a qualified mechanic
must accomplish all maintenance in accordance with the certificate
holder’s approved ETOPS maintenance document.

12) Oil Consumption Monitoring. The oil consumption monitoring program

must monitor oil consumption on a flight-by-flight basis, with verification
of the oil system integrity made prior to each ETOPS leg. Although there
is a flight deck indication system for engine oil quantity, the DGCA and
other aviation authorities highly recommend that before ETOPS
departure, the engine oil levels are physically checked at the engine
using the sight gauge (if installed) or via the oil tank filler neck. The
certificate holder’s program must include a process for reporting and
analyzing oil consumption. The oil consumption monitoring program
should be capable of tracking oil usage trends and recognizing a sudden
spike in the oil consumption rate. If increased oil consumption is found, it
must be corrected prior to release for ETOPS flight. Any corrective
actions taken regarding oil consumption must be verified in accordance
with the ground and in-flight verification process (as required) prior to
ETOPS entry. Additionally, if ETOPS operations require the APU, the oil
consumption monitoring program must include it as well. If available, the
APU oil level can be determined using the flight deck oil quantity
indication system.

13) APU In-Flight Start Program. The certificate holder must have an APU
in-flight start program for each applicable specific airframe/engine
combination. The certificate holder must ensure each airplane’s APU is
periodically sampled. Periodic sampling customarily begins with the
certificate holder sampling each APU every 30 days. After an agreed
upon length of time with the DAAO, if the sampling data confirms the
reliability level consistently tracks at 95 percent or better, then the
sampling intervals can be systematically escalated to no more than every
120 days. APU in-flight starts should be made on flights of 4 hours or
more and be subject to the following conditions:

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12 September 2012

i. In-flight APU starts do not need to occur on ETOPS flights. The

APU must be in the ETOPS configuration in accordance with the
applicable CMP document in order to allow credit.
ii. If in-flight APU starts occur on an ETOPS flight, the start should
occur on the return leg to the ROI.
iii. The start attempt should occur just before top of descent, or at
such time that will ensure at least a 2-hour cold soak at altitudes
that are representative of the ETOPS routes flown.
iv. 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.
v. If less than 95 percent of in-flight start reliability is achieved,
question the certificate holder’s APU reliability. This may warrant a
thorough review of the APU maintenance and reliability programs,
including consideration for performing the task more often until
positive corrective action is confirmed.

Note: For some parts 121 and 135 ETOPS certificate holders
conducting ETOPS, depending on the airplane/engine
combination in question, the regulations may not require an
APU in-flight start program. Specifically, some APUs are
required to be operational upon entering ETOPS airspace.
Therefore, an APU in-flight start program is not required in
such instances.

14) CMP. The CMP standard specifies any additional configuration,

maintenance, or operational requirement, including non-optional Service
Bulletins (SB), Service Letters (SL), and maintenance instructions that
are uniquely applicable to ETOPS. This does not relieve the certificate
holder of the responsibility to review all additional SBs and SLs that are
issued against the certificate holder’s fleet. The DGCA establishes the
requirements in the CMP at the time of initial ETOPS type design
approval of the airplane/engine combination. Typically, the airplane
manufacturer publishes and maintains the CMP document and the
document includes identified CMP requirements. Although there is no
requirement for the certificate holder to update their configuration beyond
the baseline CMP that was in effect at the time they received their
ETOPS authorization (unless mandated by an Airworthiness Directive
(AD)), PIs should ensure that certificate holders have procedures in their
manual to review applicable CMP documents for changes on a regular
basis. PIs should encourage the certificate holders to incorporate
applicable changes to the CMP into their ETOPS program. To this end,
they should have procedures in their manual to review applicable CMP
documents for changes on a regular basis. The DGCA may impose
additional CMP requirements via the AD process.

Note: Not all part 135 airplanes will have a CMP document.

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12 September 2012

15) Maintenance Training. 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. The maintenance training
program should focus on ETOPS awareness for all personnel involved in
the ETOPS program. The certificate holder may include the maintenance
training program in the normal maintenance training but should
emphasize the special nature of ETOPS maintenance requirements. For
additional information, see AC 120-42 for more details concerning the
ETOPS maintenance training program requirements.

c. CASS. The air carrier’s normal CASS must receive supplements to require
regular surveillance of the ETOPS program. The carrier should use the
program’s analysis as a means to ensure the integrity of, and to adjust, their
ETOPS programs. All ETOPS stations/facilities should be inspected at least
every 3-years to ensure they continue to meet the requirements of the certificate
holder’s ETOPS program. The 3-year requirement may be less due to risk
assessment. The DAAO should make every effort to schedule complementary
inspections, during the same station/facility visit. For example, also conduct
contract maintenance, fuel facility, CAMP requirements, etc., as applicable.

Note: Under part 121, the 3-years requirement may be reduced based on risk
assessment.

7.7. Prerequisites and Coordination Requirements

a. Prerequisites:
1) Knowledge of the ETOPS regulatory requirements of part 121 and/or part
135 (as required).
2) Successful completion of the Air Carrier Maintenance and Electronic
Indoctrination Course.
b. Coordination. This task requires coordination between maintenance, avionics,
and Operations inspectors, and the certificate holder.

7.8. References, Forms, and Job Aids.

a. References (current editions):
1) AC 120-42, Extended Operations (ETOPS), as applicable for the
certificate holders that receive evaluations;
2) Certificate holder’s manuals; and
3) DGCA SI 8300 and 8400, Inspector Handbook.
b. Forms. Review Gate Matrix (Table 7.1, Extended Operations Authorization
Review Gate Matrix Example).
c. Job Aids. ACL guidance documents.

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7.9. Task Outcomes.

a. Certification records.
b. Issuance of ACL B42, as applicable.

7.10. Future Activities. Normal surveillance.

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Table 7.1. Extended Operations Authorizations Review Gate Matrix Example

Responsible Date
Date Organization DGCA Date of Resubmitted to
Item
GATE Item Description Submitted to Action DGCA DGCA Comment
Certificate Completed
DGCA DGCA Action (if returned for
Holder revision)
1 Letter of Intent Submission
2 Develop Review Gates
3 ETOPS Meeting with
Certificate Management Office
(CMO)
4 Review Certificate Holder’s
Basic Continuous
Airworthiness Maintenance
Program (CAMP)
5 Develop Certificate Holder’s
ETOPS Maintenance Program
5a ETOPS Manual(s)
5b ETOPS Predeparture Service
Check
5c Limitations on Dual
Maintenance
5d Verification Program
5e Task Identification
5f Centralized Maintenance
Control Procedures
5g Parts Control Program
5h Reliability Program or
Enhanced Continuing Analysis
and Surveillance System
(CASS)
5i Propulsion System Monitoring
Program

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 SI 8900-4.6
12 September 2012

Responsible Date
Date Organization DGCA Date of Resubmitted to
Item
GATE Item Description Submitted to Action DGCA DGCA Comment
Certificate Completed
DGCA DGCA Action (if returned for
Holder revision)
5j Engine Condition Monitoring
Program
5k Oil Consumption Monitoring
Program
5l Auxiliary Power Unit (APU)
in-flight start program
5m Maintenance Training—
Classroom
5n Maintenance Training—On-
the-Job Training (OJT)
5o Configuration Maintenance
Procedures (CMP) Document
5p Procedural Changes
5q Maintenance/Flight
Operations Interfaces
6 Develop Flight Operations
ETOPS Program
6a Flight Operations Manual(s)
6b Flight Operations Training
6c Dispatcher Training
7 Simulated ETOPS Flight
8 ETOPS Validation Flights
9 Issue ACL to permit ETOPS
10 Revise Operations
Specifications (OpSpecs) to
Permit ETOPS

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12 September 2012

Responsible Date
Date Organization DGCA Date of Resubmitted to
Item
GATE Item Description Submitted to Action DGCA DGCA Comment
Certificate Completed
DGCA DGCA Action (if returned for
Holder revision)
11 Review of ETOPS Operation
Including In-Service Problems
and Their Resolution
(3-Month)
12 Review of ETOPS Operation
Including In-Service Problems
and Their Resolution
(6-Month)

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