13 etops-mspencer

8/12/2019 13 ETOPS-MSpencer

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ETOPS, Exten d ed Op erat ion s ,an d En Ro u te A l tern ate

Ai rpo r t s

Prepared by Brad Bachtel , C.M .Airpor t Technology

Boeing Commercial Airplanes

Presented by I nspector M ichael SpencerH onolulu F light Standards FAA


2/19

So, Wh at A re Th eseTerms?

ETOPS Extended

Operations En Route

Alternate Airports

Midway

Wake


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M006.016e11-3-04

Honolulu

Midway

Wake

Kwajalein

Manila

Guam

King Salmon

AdakShemya

ColdBay

Saipan

Taipai

Hong Kong

Shanghai SeoulSapporo

Tokyo

Singapore

Kuala Lumpur

Bankok

Beijing

VladivostokKhabarovsk

Petropaviosvsk

Magadan

Yakutsk

Anadyr Fairbanks

Anchorage Yellowknife

ChurchhillOttawa

New YorkToronto

ChicagoMinneapolis/St. PaulEdmonton

CalgaryVancouver

Seattle/TacomaPortland

San FranciscoLos Angeles

1992-2002: Total of 11 aircraft "saves"2001: Air Force F-16, hydraulic problem2000: Air Force F-16, hydraulic problem

1999: 747, #3 engine problem

Wake Island

Dec 1998: MD-11, smoke in cockpit

Nov 1996: 747, unanticipated headwindAug 1996: 747, crew illnessApr 1993: MD-11, inadvertent slat extension

Shemya (Eareckson Air Station)

Oct 2004: 777, engine oil lossMar 2001: MD11, vent fan short,

smokeJun 2000: 777, oil filter messageLate 90s: DC10, smoke in cockpitLate 90s: C130, hot battery busLate 90s: 747, smoke in cabinLate 90s: 747, unanticipated

headwind

Cold Bay, Alaska

2003 (10 diversions):747: 2 sick passengers, 1 fuel pump problem757: 1 engine bleed air, 1 failed altimeter767: 1AC pack failure, 1 flap problem777: 1 sick passengerA330: 1 sick passenger, 1 failed altimeter

Honolulu, Hawaii2004: 777, engine oil loss, shutdown2003: L1011 ferry flight, oil loss on

2 of 3 engines2000: Air Force F-16, fuel transfer

problem from tanker1998: Marine C-130, electrical1998: 747, passenger heart attack

1997: Navy P-3, engine out1981: 747, passenger heart attack

Midway Atoll

1995 - 2000: 18 - 20 diversions, mostlyby 747s due to weather/fuel

King Salmon, Alaska

1990: 747, passenger heart attack

Adak

2002: 727, hydraulic problems2002: 727, engine out

Kwajalein Atoll

Divers ion A irpo r ts a re Essent ia l to Avia t ionSafety


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6/19

His tory 60 Minute Rule : Not B ased on Mod ern Tw insTwin-Engine Restrictions Based on Piston Engine Reliability,circa 1953

U.S. Federal Regulations

FAR 121.161, adopted 1953 Imposed restrictions on twin-engine airplanes

Limited to routes within onehour of an adequate airport

Recognized opportunities forexceptions on a case-by-case basis

Note: Three-engine jets were also restricted to one hour until 1964.


7/19

ETOPS Current Def in i t ionsFAA Definition : "Extended Range Operation with Two-engine

Airplanes (ETOPS)" and also referred to as Extended -range Twin-engine Operations (ETOPS)

Technical - AC120-42A: "For the purpose of this AC, extended

range operations are those flights conducted over a route thatcontain a point further than one hour flying time at the approved one-engine inoperative cruise speed (under standard conditions in stillair) from an adequate airport."

ETOPS Portion of Flight - That portion of a flight that begins thefirst moment an aircraft is greater than one hour flying time at theapproved single-engine inoperative cruise speed (under standardconditions in still air) from the nearest adequate airport, and ends thelast moment it is greater than one hour from the nearest adequateairport.


8/19

ETOPS Has B een in Plac e for Ov er 20 YearsFirst FAA Approved ETOPS Flight, 1985

767, through February 1, 1985


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Preclude ETOPS design enhancements have increased therobustness of airplane systems and driven further gains in the extremereliability of modern fanjet engines. ETOPS maintenance requirementsalso reduce diversions through engine condition and oil

level/consumption monitoring, the aggressive resolution of reliabilityissues, and procedures to avoid human error during maintenance ofairplane engines and systems.

Protect ETOPS protects diverting jetliners through safety-enhancingoperational requirements such as dispatch, communications, alternateairport weather, fuel.

Ph i losophy Preclude and Protect


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Sam p le ETOPS Fl igh t Track s


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737 operators

* These operators flew ETOPS only in the Southeast Asia - Australian portion of this map.

Aircalin Air Nauru Air New Zealand Air Pacific Air Seychelles Air Vanuatu Aloha Airlines Ansett Australia Asiana AirlinesChina AirlinesContinental Mirconesia

Freedom AirMiami AirPolynesian AirlinesQantas AirwaysRoyal Tongan AirlinesSolomon AirlinesTACA

767 operators Air Caledonie (Aircalin) Air Canada Air Europa Air New Zealand Air Pacific Air Tours Int'l* All Nippon Airways American Airlines Ansett Australia* Asiana AirlinesBalkan Bulgarian

Britannia AirwaysBritish AirwaysCondor*Continental AirlinesDelta AirlinesEgyptair*EVA AirwaysGulfair*Hawaiian AirlinesJapan AirlinesLAN-Chile AirwaysLauda AirLufttransport-Sued*Malev Hungarian*Polynesian Airlines

Qantas AirwaysRoyal Brunei Airlines*Trans World AirwaysUnited AirlinesUnited Parcel ServiceVarig Airlines

Air 2000 American Airlines American Trans AirBritannia AirwaysCanada 3000 Airlines

CondorContinental AirlinesMonarch Airlines*North American AirlinesRoyal Brunei Airlines*TAESATrans World AirlinesUnited AirlinesUnited Parcel ServiceRoyal Airlines

Air China* All Nippon Airways American Airlines Asiana AirlinesCathay Pacific*China Southern AirlinesContinental AirlinesEgyptairEmirates*Korean AirlinesJapan Air Lines

Lauda Air*Malaysian Airline System*Singapore Airlines*Thai Airways*United Airlines

757 operators

777 operators

Market Evo lut io n - Pac if icETOPS is Firm ly Establ ish ed in th e Pacif ic

As of September 2002


13/19

ETOPS in th e 21 s t Centu ryFAA ETOPS Working Group (ARAC) Findings:

Preclude and ProtectPhilosophy has BeenSuccessful

Principles areappropriate to allairplanes andoperations

A new look at long-range requirements isappropriate


14/19

Exten ded Operat ion s New Defini t io n

Reflecting the ARAC proposal that ETOPS requirements be appliedmore broadly to embrace all extended operations, regardless ofnumber of engines, the ARAC further proposes that the ETOPSacronym be redefined as extended operations. Shifts guidance

material to regulatory.

Under this revised definition, ETOPS flying would begin when theairplane is more than 60 minutes (for twinjets) or 180 minutes (forthree- and four-engine jets) flying time from an adequate airport atan approved one-engine-inoperative cruise speed under standardconditions in still air.


15/19

Current Term :Sui table En Rou te Al ternate This word currently has an ETOPS-applicablemeaning (if used with reference to an en route airport, it denotes that this airportis above the required weather minimums and thus available for use as anETOPS alternate). With the updating of ETOPS now proposed by the ARAC, as

described in this booklet, this ETOPS-specific meaning will go away and bereplaced by ETOPS Alternate (see below). Once this rule takes effect, wheneversuitable appears in the ETOPS regulations and associated guidance andadvisory material, therefore, it should be interpreted according to its broadlyaccepted everyday definition.

New Term :ETOPS A lternate An airport that meets stated requirements for planneddiversion use and at which the weather conditions are at or above operatingminimums specified for a safe landing. This new ETOPS-specific term replacessuitable (see immediately above).

A lterna te A i rpo r t s


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All operators must have a sufficient set of en route alternate airports

Key Airport Provisions

Must be certificated under FAR Part 139, or meet equivalent criteriaif outside FAA jurisdiction

Must be suitable to safely operate the aircraft, i.e., runway ofsufficient length, width and strength (ref FAR Part 121)

Must have minimum of ARFF Index A (FAA) or Category 4 (ICAO)response capability within 30 minutes

Must have field reporting conditions (NOTAMS), Hourly weatherreporting (METARS) and an instrument approach other than GPS.

Airport must be available but does not need to be continuously open(plan in place to reopen key airport services in case of aircraftemergency)

Requ irem ents For En Rou te A l ternates


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For dispatch, the minimum rescue fire fighting capability requirements are asfollows: For ETOPS up to 180 minute diversion length, alternates must have rescuefire fighting capability equivalent to that specified by ICAO Category 4. For Two-Engine, 207 Minute operations, alternates must have rescue firefighting capability equivalent to that specified by ICAO Category 4. Inaddition, at least one adequate airport within the 207 minute diversion timemust have rescue fire fighting capability equivalent to that specified by ICAOCategory 7. For all other ETOPS operations beyond 180 minutes, alternates must haverescue fire fighting capability equivalent to that specified by ICAO Category 7.

If the necessary equipment and personnel are not immediately available atthe airport, a 30 minute response time is deemed adequate if the initialnotification to respond can be initiated while the diverting aircraft is en route.Such equipment must be available on arrival of the diverting airplane andshould remain as long as their services are needed.

Prop os ed RFF For En Ro u te A ltern ates


18/19

Mil itary b ases can b e us ed as en ro uteal ternates

Typical Policy Statement for Remote US Military Airports :

"The US Navy advises that NSF Diego Garcia may be identifiedas an Extended Range Twin Engine Operations (ETOPS)emergency landing site (en route alternate) for flight planningpurposes. This is consistent with US government policy that anaircraft can land at any US military airfield if the pilot determinesthere is an in-flight emergency that would make continued flight

unsafe. However, as NSF Diego Garcia is a military facility, it isincumbent on aircraft operators to continuously monitor NOTAMSwhich may temporarily restrict the use of the airfield, even foremergency diversions. It is imperative that aircraft diverting toNSF Diego Garcia comply fully with all air defense procedures, asnon-compliance could be misconstrued as a hostile act.

Further, it is understood there are published criteria for ETOPSairfields, and our policy concerning emergency use is notagreement or certification that this airfield meets those criteria.NSF Diego Garcia is a remote location with resources(accommodations, medical, hangars, crash/fire/rescue, etc)limited to levels essential for support of assigned personnel andthe military mission. The airfield is available "as is" for emergencyuse only as indicated above."

- Policy Statement for NSF Diego Garcia, 2002


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All operators value the availability of en routediversion airports.

Airlines typically include diversion planningbecause it enhances safety.

Paci f ic Airpo r ts P lay A Key Role In A via tionSafety For All A ircraf t Operat ion s

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