etops grand father clause

7/28/2019 ETOPS Grand Father Clause

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February 08, 1994

AI/EA-O 418/0248/92/ REV 4 + TR

A300 B2/B4 - ETOPS

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Continuation of operations (75 or 90 minutes DT) under

the "grand father clauses" of AC 120-42A,

CAP 513, TP 6327, CTC 20, AMJ 120-42

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Approval under the 75 minutes DT clause of AC 120-42A

- This document supersedes document AI/EA 156/86 issued 14 November 86 and all

subsequent revisions.

- This document describes the procedures to obtain approval of operations (or

continuation of operations) of A300 B2/B4 airplanes under the "grand father" clauses of the

ETOPS requirements up to 75 or 90 minutes diversion time.

- This document also describes the procedures to obtain approval of operations of

A300 B2/B4 i l d th 75 i t di i ti l f AC 120 42A


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A300 B2/B4 - ETOPS

Continuation of operations under the "grand father clause"

Approval of operations under the "75 minutes clause"

1) Regulatory aspect :

1.1 "Grand father clause"

All ETOPS regulations currently published contain "grand father clauses" to allow the

continuation of operations engaged before the adoption of the ETOPS regulation up to 75 or

90 minutes diversion time (Ref. AC 120-42A, CAP 513, TP 6327, CTC 20, AMJ 120-42). In

most countries the date of effectivity of new ETOPS rules was November 86.

The policies / interpretations of the Operational Authorities vary between countries how to

practically apply the "grand father clause".

The main cases encountered are :

- Authorities allow any operator in their country to operate any route whose diversion time

does not exceed the maximum diversion time approved for the aircraft type in their country (orin the country of manufacturer) prior to November 86.

- Authorities allow all the operators that held an approval prior to November 86 to continue

their operations on the then approved routes with the same aircraft type (or on any route with a

diversion time not exceeding the one then approved) ;

- Authorities only permit the continuation of operations as described above if extra

conservatism is introduced in the MEL, the dispatch conditions, the maintenance, the

procedures and / or if an engine / aircraft reliability program is implemented (this document

describes how to meet such requirements).

1.2 "75 minutes clause"


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The operator is responsible for applying with his national Authority to obtain to operateunder the "grand father clause" or the " 75 minutes clause" of his national ETOPS

requirements.

Depending on the Authorities policy the application may have to be :

- filed only once,

- filed any time the operator revises his route structure,- filed any time the operator revises his Operations Specification (also called

Operations Manual, Operations Authorisation document, etc...).

If the Authority imposes particular operational and reliability precautions as part of the

approval (See 1.1 and 1.2) they should be reflected in the Operations Specification of the

operator.

This document contains guidance how to establish a program of operational and reliabilityprecautions suitable for the application of the "grand father clause" or the 75 minutes clause in

those countries that require such a program (See 3 to 14).

3) Precautions under the "grand father clause" or the "75 minutes clause" :

Where the Authority imposes an extra degree of conservatism in relation with theapplication of the "grand father clause", (See 1.1), or the " 75 minutes clause" (see 1.e) the

operator shall develop a plan that satisfies the Authorities policy regarding:

- Maintenance,

- Service check,

- Preventative maintenance / Health monitoring,

- MEL,

- Fuel reserves,

- Diversion strategies,

- In flight procedures,

- Diversion airports equipment and weather conditions,

- Systems reliability program,

E i li bilit


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Airbus Industrie recommends that the operator approaches the Authority with a global planor if possible a proposal of Operational Specification (also called Operational Manual).

This document contains considerations based on the service experience of the A300

B2/B4 and on an engineering assessment of how its systems compare with the design

provisions of the ETOPS requirements.

The operator should determine what considerations should be part of his submission to theAuthority in order to satisfy the applicable policies in his country.

In those countries where no extra conservatism is required by the Authority, the operator

should apply his own judgement to determine which precautions, if any are desirable

considering the operating conditions on his flights.

4) Maintenance :

The extensive amount of service experience available or the A300B family allows an

effective validation of the maintenance checks and intervals of MPD.

The only additional maintenance to be considered is as follows :

4.1 Operational test of TR cooling fans. Interval each A check not to exceed 500 FH

4.2 CSD filter differential pressure indicator. Interval each A check not to exceed 500 FH.

CSD overhaul if indicator found popped out.

4.3 Preflight check of fuel cross-feed valve

4.4 Engine chip detectors check. Interval not to exceed 250 engine hours.

5) Service check :

The service check should be performed before ETOPS dispatch (no more than two flight

l 4 fli ht h b f th d t f th ETOPS l )


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5.3 APU oil level verification and servicing if needed. Oil filter clogging indicator verification.

5.4 CSD filter differential pressure indicator and CSD fluid level verification.

6) Preventative maintenance / Health monitoring :

A preventative maintenance / health monitoring program for engines and APU should beinstituted.

6.1 APU oil consumption

6.2 Engine oil consumption

6.3 Engine EGT margins

7) MEL:

The MEL should be adjusted to the conditions of the area of operation regarding survival

equipment, communication, navigation equipment, weather radar, ATC...

In addition, the following should be considered as NOGO for ETOPS :

21 Both Air Conditionning Packs

One may be in Heat Exchanger Mode only

22 Both Autopilots (crew workload)

Only one Autopilot for short flights with 75 minutes Diversion Time.

24 Both engine driven generators

24 All Transformer Rectifier units

24 APU driven generator


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36 Both engine bleed systems

49 APU

8) Fuel reserves :

If required by the Authority the fuel reserves should be reviewed against the ETOPS critical

fuel scenario i.e. fuel to reach diversion airport from critical point of the route with one engine

failed and APU running. (See national ETOPS regulation if required).

9) Diversion strategies :

The following failure causes should be considered as diversion cases :

- engine failure,

- cargo avionics smoke,

- depressurization

- engine driven generator failure before entering ETOPS sector,

- double generator failure.

10) In flight electrical failure :

The APU may only be started at or below 25,000 ft.

In case of engine failure the APU should be started as soon as the altitude is below 25,000

ft and the APU generator should be used.

In case of failure of one engine driven generator before entering the ETOPS sector a

diversion should be initiated.

I f f il f i d i t d i th ETOPS ti f th fli ht th


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11) Diversion airports :

The equipment and the visibility conditions of the diversion airport should be reviewed in line

with the provisions of the national ETOPS regulation if requested by the Authority.

12) Systems reliability program :

The operator should establish a continuing program of incorporating Service Bulletins that

are issued to correct major reliability issues in the systems that are significant to ETOPS

flights.

The systems typically considered as ETOPS significant are :

21 - pressurization, avionics cooling23 - communications

24 - electricity

26 - fire protection

28 - fuel

29 - hydraulics

30 - ice protection

31 - instruments34 - navigation

49 - APU

71 to 80 - propulsion

Reliability factors that would degrade significantly the probability to retain these functions

during an ETOPS flight or a single engine ETOPS diversion should be corrected by

incorporating the appropriate Service Bulletins.

Airbus Industrie may, upon a request thru the Airbus Support Directorate assist the operator

in selecting those SB's that are significant to ETOPS reliability.


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14) Reliability monitoring - Reporting :

The operator should implement a reliability monitoring program and should report to his

national Authority the service events affecting the propulsion system and the ETOPS

significant systems of the airplanes in his fleet.

Reportable occurances are typically :

- loss of function in ETOPS significant systems (see 11 for concerned ATA

Chapters list).

- loss of thrust, loss of engine control, engine IFSD.

The operator may contact Airbus Industrie, PW and GE to obtain the necessary information

about corrective measures that are available with respect to the Service events that they mayencounter.

___________________________________


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SYSTEMS


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11

Rev 4 February 17, 1993 + TR February 94

ATA ARS NB PROBLEM DESCRIPTION FIX Solution Description / Recommended IncorporationPlan

24 0010 Electrical bundle damage atwing/pylon junction.

SB 24-069orMOD 4599(MSN 268 AND UP)

Replace "P" clips by a clamp block assembly monted on anew support angle.

Next C check, not to exceed one year after entry intoETOPS service.

24 0017 AC Bus 2 loss. VSB 735226-24-3 andVSB 735226-24-4 andVSB 735226-24-5

A300/A310 GCU. Increase transient voltage resistance.

Next C check or LRU replacement, not to exceed one yearafter entry into ETOPS service.

24 0019 Loss of TR. SIL 24-025 Check TR cooling fan.

24 0026 CSD malfunction: frequency dropbelow 400Hz -> GEN OFF

Differential Pressure Indicator (DPI): check (for pop out) ateach A check.

24 0030 TR failure due to cooling fan inop. VSB F11QB3121-24-003(AUXILEC)or

SB 24-076orMOD 7723

Electronic control circuit of TR cooling fan modification.(In addition to TR cooling fan functional check).

Next C check, not to exceed one year after entry intoETOPS service.


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12


24 00040042

Wire chafing at pylon/wing junction ISB 24-083 and

ISB 24-053 andSB 24-054

Engine Control and Indication looms (Inspection / Repair)IDG feeders (Inspection)IDG feeders (Repair)

Initial inspection within 500 FH, subsequent repetitiveinspection every 1,000 FH (repair according to SB 24-054instructions if damaged wires are found).

28 0002 Rupture of fuel pipe (jettisonelbow)

SB 28-052orMOD 4381

New stainless steel pipes.

Next C check.

OEB 88/2 Pocedure in case of fuel leak.(Interim solution)

28 0007 Cracks on attachment bracket ofengine fuel feed pipes in the pylon.

SB 28-051orMOD 4254

Reinforced bracket(Corrective measure)

Next C check.

SEE MPD Visual inspection of fuel lines every C check according toMPD.


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13


28 0006&

0015

Fuel spillage. SB C25FA01-28-1(BRONZAVIA)orMOD 6430(MSN 420 AND UP)

Modify outer tank vent valve.

Next C check.

28 0046 Fuel leak and fire in the pylon. MPD task 518061-0502-1 Check pylon drain lines.

Interval: C check.

29 0010&

0015

RAT non extension MOD 3840 and(MSN 207 AND UP)

MOD 4251(MSN 244 AND UP)

Modify RAT door and mechanism, and increase efficiencyof turbine blade locking.

Next C check.

29 0011 "STERER" electro hydraulicselector valves. Internal leaks(may cause a hydraulic circuitloss)

SB 29-075 Replace inappropriate O-ring packings installed on solenoidoperated selector valves.

Next C check or LRU removal.

29 0020 "BRONZAVIA" hydraulic shut off

valves. Too low stetting of thetorque limiter.

MOD 5661 Replace hydraulic power shut off valves equipment (torque

limiter: increase in the setting value).

Next C check or LRU removal.


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29 0033 "STERER" priority valves brokenbolts.(->loss of hydraulic circuit)

TBO: 6,000 FLIGHTS This TBO is removed if the hereunder listed SB's areembodied.

SB 29-091 andSB 29-092

STERER priority valves improvement (good quality screws).

Incorporation of these SB's remove the need for the abovementioned TBO.

30 00000003

Hole in engine nose cowl anti-iceduct (due to missing seals -> losetubes)

Check for correct execution of SB 30-001.

30 0004 Wing anti-ice valve erractic

function.(A/C with mod 2373 embodied)

MOD 4016 Modified valve.

Next C check.

36 0001 V clamp coupling (item onlyapplicable to A/C fitted with GECF6-50C2 engines)

Faulty P/N: 12J54-550, 12J54-600.

New P/N: 14J63-550, 14J63-600 to be incorporated.

Next engine shop visit or unit removal.


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APU


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FIX DESCRIPTION RECOMMENDED INCORPORATION PLAN

SB GTE0304 Safety wiring of starter adapter pad mount bolts. Priority item: to be incorporated as soon as possible.

SB 49-2174

AND

SIL 49-024

Rework ECB (ECB with improved monopole signalfiltering).

Priority item: to be incorporated as soon as possible.

SB 49-3904 R2 Replace differential pressure switch. Priority item: to be incorporated as soon as possible.

SB 49-5100 R3 Rework of pawl carrier assembly. Priority item: to be incorporated as soon as possible.

SB 49-5175 Rework second-stage turbine wheel shroud. Based on accessibility and need for repair.

SB 49-5177 Accessory drive gearbox assembly - Rework PMG statorfrom P/N 519920-4 to 519920-5.


Not needed if SB 49-5947 is applied.

SB 45-5195 Compressor and turbine assembly - Incorporate HP

coupling with improved radii and surface finish in air-passage holes.

Based on accessibility and need for repair.

SB 49-5273 R1 Rework oil pressure regulator for high-altitude operation. Priority item: to be incorporated as soon as possible.


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SB 49-5293 Replace LOP switch. Priority item: to be incorporated as soon as possible.

SB 49-5311 Replace oil sump seal, P/N 3601113-1 with P/N 3609137-1.


Pending incorporation, oil consumption monitoring.

SB 49-5315 R4 Rework primary and secondary fuel nozzle assy. Priority item: to be incorporated as soon as possible.

SB 49-5317 Improved cooling fan seal. Priority item: to be incorporated as soon as possible.

SB 49-5404 (-7) HP impeller shroud. Based on accessibility and need for repair.

SB 49-5406 Incorporate generator retainer P/N MS28782-29. Based on accessibility and need for repair.

SB 49-5414 Rework LP compressor third-stage stator. Based on accessibility and need for repair.

SB 49-5473 Safety wire bolts for LP compressor Duplex bearing carrier. Based on accessibility and need for repair.

SB 49-5474 Cooling fan bearing outer race anti-rotation feature. Based on accessibility and need for repair.

SB 49-5475 Towershaft bearing outer race anti-rotation feature. Based on accessibility and need for repair.


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SB 49-5507 Replace air/oil separator vent tube assembly P/N 3601836-1 with hose assembly P/N MS8000K160A to improve fit andreduce leakage.



SB 49-5510 New design LP compressor Duplex bearing. Based on accessibility and need for repair.

SB 49-5516 VTN actuator rod. Based on accessibility and need for repair.

SB 49-5520 HP and LP turbine bearing race tube stock inspection. Based on accessibility and need for repair.

SB 49-5554 Replace gearbox towershaft roller bearing P/N 3602846-1with P/N 3610999-1.


SB 49-5555 Replace LP turbine bearing P/N 3604485-1 with P/N3611712-1. Parts availability.

First shop visit.

SB 49-5556 Replace power section towershaft bearing P/N 3602655-1with 3610423-1 which addresses:. separator weak cross webs

. guide flange wear

. roller end wear. Parts availability.


SB 49-5628 New design spring washer for LP compressor Duplexbearing.

First shop visit.


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SB 49-A5666 Tie rod stretch. Priority item: to be incorporated as soon as possible.

Not needed if SB 49-5695 or SB 49-5832 isincorporated.

SB 49-5668 Inspection of LP compressor disc P/N 3606429-1. Priority item: to be incorporated as soon as possible.

Not needed if SB 49-5695 or SB 49-5832 isincorporated.

SB 49-5695 Replacement of 3606429-1 LPC-1 disk with a deflectorpeened LPC-1 disk P/N 3606429-2.


Cancel the need for SB 49-A5666 and 49-5668.

Not needed if SB 49-5832 is incorporated.

SB 49-5735 Replace oil outlet tube assembly P/N 3609491 with P/N3600027-4 and tube assembly P/N 3601083-1 with hoseassembly P/N 3608728-10.


SB 49-5737 Replace speed sensor. Priority item: to be incorporated as soon as possible.

SB 49-5741 Replace starter motor assembly, P/N 3603357-1 with P/N3603357-2.



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SB 49-5745 Incorporate improved SCV actuator lever to reducehysteresis.

First shop visit.

SB 49-5777 Reduce SCU operating temperature. First shop visit.

SB 49-5819 Rework second stage LP compressor wheel assembly, P/N3607824-2 to P/N 3607824-4 by shot peening.


SB 49-5826 Rework wiring harness assembly to include an improvedmonopole connector P/N 304594-1 and backshell P/NM85049-51-1-16N.


SB 49-5832 Rework LPC first stage wheel assembly by incorporatingnew blade, blade retainer and compliant shim.


Cancel the need for SB 49-A5666, 49-5668, and 49-5695.

SB 49-5865 Rework compressor and turbine assembly, P/N 3600500-2/-4 to P/N 3600550-7 by replacing Duplex bearing P/N3610380-1 with a single bearing, P/N 3613626-2.


SB 49-5892 Replace containment ring P/N 976850-1 with P/N 3614975-1 and containment support P/N 3604274-1 with P/N3614934-1.



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22



SB 49-5947 Rework permanent magnet generator rotor assembly. First shop visit.

Cancel the need for SB 49-5177

SB 49-5978

OR

SB 49-5999

Rework fuel control unit from P/N 969900-11 to P/N

969900-13.

OR

Rework fuel control unit from P/N 969900-12 to P/N969900-14.



Oil cooler cleaning. Each 2A check.

Leak check / cleaning of cooling fan and associated airducts.

Topping up of oil level. Before each ETOPS flight.


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GE Aircraft Engines


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The CF6-50 engine has accumulated more than 5.2 million engine flight hours to date. The current inflight shutdown rate (IFSD rate) is 0.019 per1,000 Engine Hours. This rate is better than that required for 180 minute ETOPS. That's why the following recommended configuration standards are limited to

the top two engine causes, which are Main Engine Control problems and Lube System problems.

If an operator observes particular reliability problems on his engines or adverse reliability trends, he can contact General Electric or Airbus Industrie to

help identify the causes and fix it.


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PROBLEM DESCRIPTION FIX SOLUTION DESCRIPTION

MAIN ENGINE CONTROL GE CF6-50C SERIES/SB 73-105 MEC PREFORMED PACKING REPLACEMENT

MAIN ENGINE CONTROL GE CF6-50C SERIES/SB 73-107 MEC-CDP PILOT VALVE SEAL REPLACEMENT

MAIN ENGINE CONTROL GE CF6-50C SERIES/SB 73-108 NEW CDP TUBE

LUBE SYSTEM GE CF6-50C SERIES/SB 79-038 AGB LUBE TUBE


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Pratt & Whitney


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A300B2/B4 "ETOPS" - P&W JT9D-59A CONFIGURATION STANDARDS


1

The JT9D-59A/70A/7Q engine has accumulated more than 18.6 million engine flight hours (1.1 million engine flight hours for the JT9D-59A) to date. The

current inflight shutdown rate (IFSD rate) is 0.022 per 1,000 Engine Hours, and 0.008 per 1,000 Engine Hours for the JT9D-59A. This rate is better than that

required for 180 minute ETOPS.

The general recommendation is to incorporate items contained in the JT9D Engine Management Plan (EMP) and the JT9D EMP ReliabilitySupplement to retain a high level of reliability.

If an operator observes particular reliability problems on his engines or adverse reliability trends, he can contact Pratt & Whitney or Airbus Industrie to help

identify the causes and fix it.

etops grand father clause

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