AMC1 CAT.OP.MPA.140(d) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

OPERATION OF NON-ETOPS-COMPLIANT TWIN TURBO-JET AEROPLANES WITH MOPSC OF 19 OR LESS BETWEEN 120 AND 180 MINUTES FROM AN ADEQUATE AERODROME

(a)        For operations between 120 and 180 minutes, the operator should include the relevant information in its operations manual (OM) and its maintenance procedures.

(b)        The aeroplane should be certified to CS-25 or equivalent (e.g. FAR-25)

(c)      Engine events and corrective action

(1)     All engine events and operating hours should be reported by the operator to the airframe and engine type certificate (TC) holders, as well as to the competent authority.

(2)     These events should be evaluated by the operator in consultation with the competent authority and with the engine and airframe TC holders. The competent authority may consult EASA to ensure that worldwide data is evaluated.

(3)     Where statistical assessment alone is not applicable, e.g. where the fleet size or accumulated flight hours are small, individual engine events should be reviewed on a case-by-case basis.

(4)     The evaluation or statistical assessment, when available, may result in corrective action or the application of operational restrictions.

(5)     Engine events could include engine shutdowns, both on-ground and in-flight, excluding normal training events, including flameout, occurrences where the intended thrust level was not achieved or where crew action was taken to reduce thrust below the normal level for whatever reason, and unscheduled removals.

(6)     The operator should ensure that all corrective actions required by the competent authority are implemented.

(d)     Maintenance

          (1)     The operator’s oil-consumption-monitoring programme should be based on engine manufacturer’s recommendations, if available, and track oil consumption trends. The monitoring should be continuous and take account of the oil added.

(2)     The engine monitoring programme should also provide for engine condition monitoring describing the parameters to be monitored, the method of data collection and a corrective action process, and should be based on the engine manufacturer’s instructions. This monitoring will be used to detect propulsion system deterioration at an early stage allowing corrective action to be taken before safe operation is affected.

(e)     Flight crew training

The operator should establish a flight crew training programme for this type of operation that includes, in addition to the requirements of Subpart FC (Flight Crew) of Annex III
(Part-ORO), particular emphasis on the following:

(1)      Fuel management: verifying required fuel on board prior to departure and monitoring fuel on board en-route, including calculation of fuel remaining. Procedures should provide for an independent cross-check of fuel quantity indicators, e.g. fuel flow may be used to calculate the fuel burned, which may be compared with the indicated fuel remaining. It should be confirmed that the fuel remaining is sufficient to satisfy the critical fuel reserves.

(2)      Procedures for single and multiple failures in flight that may give rise to go/no-go and diversion decisions — policy and guidelines to aid the flight crew in the diversion decision-making process and emphasising the need for constant awareness of the closest weather-permissible alternate aerodrome in terms of time.

(3)      OEI performance data: drift-down procedures and OEI service ceiling data.

(4)      Meteorological reports and flight requirements: meteorological aerodrome reports (METARs) and terminal aerodrome forecast (TAF) reports and obtaining in-flight weather updates on the en-route alternate (ERA), destination and destination alternate aerodromes. Consideration should also be given to forecast winds, including the accuracy of the forecast compared to actual wind experienced during flight and meteorological conditions along the expected flight path at the OEI cruising altitude and throughout the approach and landing.

(f)      Pre-departure check

A pre-departure check, additional to the pre-flight inspection required by Part-M and designed to verify the status of the aeroplane’s significant systems, should be conducted. Adequate status monitoring information on all significant systems should be available to the flight crew to conduct the pre-departure check. The content of the pre-departure check should be described in the OM. The operator should ensure that flight crew members are fully trained and competent to conduct a pre-departure check of the aeroplane. The operator’s required training programme should cover all relevant tasks, with particular emphasis on checking required fluid levels.

(g)     MEL

The operator should establish in its MEL the minimum equipment that has to be serviceable for non-ETOPS operations between 120 and 180 minutes. The operator should ensure that the MEL takes into account all items specified by the manufacturer relevant to this type of operations.

(h)     Dispatch/flight planning rules

The operator should establish dispatch procedures that address the following:

(1)      Fuel and oil supply: for releasing an aeroplane on an extended range flight, the operator should ensure that it carries sufficient fuel and oil to meet the applicable operational requirements and any additional fuel that may be determined in accordance with the following:

(i)      Critical fuel scenario: in establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point of the route and execute a diversion to an alternate aerodrome assuming a simultaneous failure of an engine and the cabin air pressurisation system. The operator should carry additional fuel for the worst-case fuel burn condition (one engine versus two engines operating) if this is greater than the additional fuel calculated in accordance with the fuel requirements in CAT.OP.MPA, in order to:

(A)     fly from the critical point to an alternate aerodrome:

(a)      at 10 000 ft; or

(b)     at 25 000 ft or the single-engine ceiling, whichever is lower, provided that all occupants can be supplied with and use oxygen for the time required to fly from the critical point to an alternate aerodrome;

(B)     descend and hold at 1 500 ft for 15 minutes in standard conditions;

(C)     descend to the applicable MDA/DH followed by a missed approach (taking into account the complete missed approach procedure); followed by

(D)     a normal approach and landing.

(ii)     Ice protection: additional fuel used when operating in icing conditions (e.g. operation of ice protection systems (engine/airframe as applicable)) and, when manufacturer’s data is available, take account of ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during a diversion.

(iii)     APU operation: if an APU has to be used to provide additional electrical power, consideration should be given to the additional fuel required.

(2)      Communication facilities: the operator should ensure the availability of communications facilities in order to allow reliable two-way voice communications between the aeroplane and the appropriate ATC unit at OEI cruise altitudes.

(3)      Aircraft technical log review to ensure that proper MEL procedures, deferred items, and required maintenance checks have been completed.

(4)     ERA aerodrome(s): the operator should ensure that ERA aerodromes are available for the intended route, within the distance flown in 180 minutes based upon the OEI cruising speed, which is a speed within the certified limits of the aeroplane, selected by the operator and approved by the competent authority, confirming that, based on the available meteorological information, the weather conditions at ERA aerodromes are at or above the applicable minima for the applicable period of time , in accordance with CAT.OP.MPA.182.