011 R 0619

Air Operator Certification Manual 6. High Capacity RPT Operations, Initial Issue of an AOC 6.
19 Extended Range Operations

Approved by Group General Managers Air Transport Operations Group and General Aviation Operations Group Version 4.7: December 2004
6 6.19 High Capacity RPT Operations, Initial Issue of an AOC Extended Range Operations
6.19.1
AC120-42A GAI-20
Purpose
The purpose of this policy notice is to issue guidance material for Extended Range Operations (ETOPS) that aligns with AC120-42A and ACJ20X6 but has been modified to comply with current CASA legislation. References to AC120-42A throughout this document should also be read as ACJ20X6. This policy notice is applicable to Flying Operations only.
6.19.2
AC120-42A GAI-20
Background
The Federal Aviation Administration (FAA), the Joint Aviation Authorities (JAA), and other regulatory bodies have produced guidance material applicable to ETOPS. AC120-42A (FAA) and GAI-20 ACJ 20X6 (JAA) are the relevant documents that have existed for many years. While CASA has previously issued ETOPS approvals to Australian operators, guidance material has never been promulgated and CASA Officers have relied upon CAO 20.7.1B, AD/GEN/69 and more recently CAO 82.0 when actioning a request for ETOPS approval. In relation to flying operations, neither of these references has adequately outlined the requirements to be met by an operator. Hence, a number of irregularities have been identified where ETOPS operations are conducted in a manner that does not align with FAA/JAA and the requirements of other regulatory bodies and in some instances leads to an operation that can be considered less safe.
CAO 20.7.1B CAO 82.0
6.19.3
CAO 82.0
Policy
This policy describes an acceptable means, but not the only means, of obtaining approval under CAO 82.0, subsection 3B.9 for two-engine aircraft to operate over a route that contains a point further than one hours flying time at the normal one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. Interpretation of ETOPS Policy 1. If the pre-flight planning weather minima required by CAO 82.0 Appendix 2 paragraph 2.2(a) cannot be met prior to departure, it is admissible to depart provided:
6.19.3.1
CAO 82.0
The aircraft remains within one hours flying time at the approved one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome; or
6.19-1
Air Operator Certification Manual 6. High Capacity RPT Operations, Initial Issue of an AOC 6.19 Extended Range Operations
CAO 82.0
Other ETOPS alternate aerodromes are available that meet the pre-flight planning weather minima required by CAO 82.0 Appendix 2 paragraph 2.2(a), within the maximum approved diversion time from those aerodromes and sufficient fuel is carried to meet the ETOPS fuel requirements based on those aerodromes; or Prior to the aircraft entering the area that requires the aerodrome as an ETOPS alternate aerodrome a valid forecast is obtained for that aerodrome and the requirements of CAO 82.0 Appendix 2 paragraph 2.2(a) are met. (That is, the weather buffers are applied.)
CAO 82.0
Examples: For a flight from Melbourne to Perth: Weather not available for Kalgoolie and Adelaide. Aircraft may depart and remain within one hour flying time at the approved one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. That is Melbourne, Adelaide, Alice Springs and Kalgoolie. For a flight from Melbourne to Hong Kong with 120 minutes ETOPS approval: Adequate aerodromes are Melbourne, Darwin, Biak, Hong Kong. Weather not available for Biak. Select Kota Kinabalu instead of Biak. For a flight from Melbourne to Hong Kong with 120 minutes ETOPS approval: Adequate aerodromes are Melbourne, Darwin, Biak, Hong Kong. Weather not available for Biak and no other aerodrome can be selected due weather. Aircraft may depart and operate to 120 minutes past Darwin. Prior to exceeding 120 minutes from Darwin, a valid forecast is obtained for Biak (or some other adequate aerodrome) where the weather is forecast to meet the ETOPS alternate aerodrome criteria. For a flight from Auckland to Nagoya with 120 minutes ETOPS approval: Adequate aerodromes are Auckland, Rockhampton, Port Moresby, Guam, Osaka. Weather at Nagoya precludes its use as an ETOPS alternate. Weather at Osaka not available and all other airports in Japan are not available for use. That is, only Osaka and Nagoya are available. Aircraft may depart and operate to 120 minutes past Guam. The point, Guam + 120 minutes, becomes a PNR. Therefore, at this point there must be sufficient fuel on board to enable the aircraft to return to Guam in accordance with the critical fuel scenario; or
6.19-2
The weather is obtained (and is forecast to meet the ETOPS alternate aerodrome criteria) prior to the ETP based on Guam and Osaka. 2. While an aircraft may be dispatched on an ETOPS flight, particular segments of the route are determined to be either non-ETOPS or ETOPS depending upon the aircraft distance from an adequate aerodrome. A non-ETOPS segment is that portion of a route where the aircraft remains within 60 minutes flight time at the approved oneengine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. 3. Except when the departure aerodrome is closed for landing current legislation permits an aircraft to operate non-ETOPS without making an assessment of the weather at the adequate aerodrome(s) en-route. That is, no knowledge of the weather or condition of the aerodrome(s) is required.
CASR 121
Note: This has been recognized as an undesirable outcome of the CAO and changes will occur with the implementation of CASR 121. 4. It is desirable that flight plans provide for ETPs to each pair of adequate aerodromes. If the flight plans do not make this provision, the aircraft must be equipped to enable the PIC to use FMC information to select particular aerodromes and compile waypoints in order to facilitate equivalent information. The company operating procedures and training must be in place to ensure this occurs. It is accepted that ETPs cannot be accurately determined using the FMC. In any event the ETOPS critical point must be included in the flight plan in order to comply with the ETOPS diversion fuel requirements. Note: References to the flight plan are references to the flight log and not the ATC flight plan. 5. It is desirable that an ETOPS flight plan should provide for an EEP and EXP. If the flight plans do not make this provision then the aircraft must be equipped to enable the PIC to use FMC information to select particular aerodromes and compile waypoints in order to facilitate equivalent information. The company operating procedures and training must be in place to ensure this occurs. 6. An operator may declare a route segment to be considered ETOPS irrespective of the fact that the aircraft may operate within 60 minutes flight time at the approved oneengine inoperative cruise speed (under standard conditions in still air). a. If this is the case, the operator must have practices and procedures in place to ensure that if an event that precludes ETOPS operations occurs after the first EEP and the aircraft subsequently enters a non-ETOPS segment, the aircraft may remain ETOPS.
6.19-3
6(A) Para 7 (Operational principles) of Attachment E of Part I of ICAO Annex 6 States: An aeroplane that is engaged in an extended range operation should normally, in the event of: a. shutdown of a power-unit, fly to and land at the nearest (in terms of the least flying time) aerodrome suitable [appropriate] for landing; b. a single or multiple primary aeroplane system failure, fly to and land at the nearest suitable aerodrome unless it has been demonstrated, in view of the flight consequences of the failure and the probability and consequences of subsequent failures, that no substantial degradation of safety results from continuation of the planned flight; and c. changes impacting the status of items on the minimum equipment list, the communications and navigation facilities, fuel and oil supply, en-route alternate aerodromes or aeroplane performance, make appropriate adjustments to the flight plan. Subparagraphs a and b above are identified as critical system(s) failure(s) that an operator must identify so there are no doubts as to when an aircraft should divert, alter the flight route or continue as planned. Subparagraph c. has multiple elements that are described below: a. Minimum equipment list Notwithstanding that ICAO infers the MEL items should be referenced while en-route (given a system or equipment failure), the MEL is a document normally used in the dispatch process and therefore the operator needs to define the critical ETOPS components that prevent ETOPS operations once airborne. For example, B737 APU failure prior to EEP. b. Communications and navigation facilities Internationally, an aircraft must be able to maintain constant communications with air traffic services, the operator (through the operational control system), and a tower facility during the required period of arrival, approach and landing at the aerodrome of intended landing. This communication can be via VHF, UHF, HF, Phone Patch, SATCOM, ACARS or a combination. The navigational facilities (ILS, VOR, NDB, DME) as required, must be available to enable an approach and landing at the adequate aerodromes during the required period. For the purposes of this requirement, GPS/NPA, if available, is deemed to meet the requirements of navigation facility and may be used. c. Fuel and oil supply If, at any point during a flight, the fuel and oil supply is less than expected in accordance with the flight plan then an alternative course of action is required unless the fuel on board is sufficient, in accordance with the operators fuel policy. d. ETOPS alternates During the required validity period the ETOPS alternate aerodrome(s) must be available for use. That is, the aerodrome physical characteristics and the prevailing/forecast weather must be such that any change does not preclude the use of the aerodrome(s) as an ETOPS alternate(s).
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6.19-4
e. Aircraft performance Any change to the performance capability of the aircraft that means particular aerodrome(s) are no longer adequate then a change to the flight plan is required. 7. An operator must provide planning documents that show the approved adequate aerodromes together with range rings for 60, 75, 90, 120 and/or 180 minutes, or greater time as determined by CASA, as applicable. 8. For operations outside Australian territory, adequate aerodromes must be capable of providing air traffic control servicesie, the availability of a control tower. Call-out services are acceptable provided the call out can be effected within 30 minutes of notification. Exceptional circumstance may arise where a tower facility is not available but a flight service facility is, for example Honiara, Nauru and Tonga. Where there is no practical alternative and it is established there are no safety issues then CASA may approve an aerodrome that does not have a tower facility, as an adequate aerodrome. For operations inside Australian territory, aerodromes with an MBZ are acceptable provided, when aerodrome lighting is required, PAL is available. 9. For operations outside Australian territory, adequate aerodromes must be capable of providing RFFS. Call-out services are acceptable provided the call out can be effected within 30 minutes of notification and the minimum service is equivalent to category 4. This is derived from FAA/JAA and ICAO requirements. For operations inside Australian territory RFFS is not required. 11. It is not required to provide for a destination alternate aerodrome on the flight plan and in the fuel calculations unless the forecast weather or Legislation requires such a provision. 12. An operator shall provide sufficient information and training to flight crew and dispatch personnel that will enable the aircraft to be operated in compliance with this policy and relevant legislation. 13. The one-engine inoperative cruise speed, in determining the ETOPS area of operation, must be determined taking into account at least the following: a. Reference Weight. The aircraft gross weight after 60, 75, 90, 120, 180 minutes flight or other time as designated by CASA, having taken off at structural MTOW, normal All Engines Operating climb, ISA conditions, nil wind and cruise at All Engines Operating Long Range Cruise at the optimum flight level.
CAO 20.7.1b
Note: If, for a particular route it is not possible to ever depart at structural MTOW due to limiting performance requirements at departure, en-route or at the destination, then the maximum RTOW compliant with CAO 20.7.1b may be considered in lieu of the structural MTOW when calculating the reference weight.
6.19-5
b. Maximum Diversion Distance. At the applicable reference weight, in ISA conditions and nil wind, descend from the applicable flight level at a speed not less than green dot speed (maximum L/D speed) and not above Mmo/Vmo with OneEngine Inoperative and thrust limited by Max Continuous Thrust. Level out at the optimum One-Engine Inoperative flight level for best average TAS and continue One-Engine Inoperative cruise in ISA conditions and nil wind until the applicable diversion time has elapsed. The distance covered is the maximum diversion distance used for determining the area of operation. c. Approved One-Engine Inoperative Cruise Speed. The One-Engine Inoperative speed (published as KIAS) used in determining the maximum diversion distance and approved by CASA. This speed must be used when determining the Critical Fuel Scenario. (A high cruise speed results in the greatest distance and the highest fuel requirement while a low cruise speed results in the lowest distance and the lowest fuel requirement.) Note: The flight level at which this speed can be achieved with One-Engine Inoperative at MCT must not be less than the lowest safe altitude on the route or on any possible diversion routes. If terrain is limiting, the operator may have to choose a higher flight level, which may result in a slower average TAS and hence a smaller area of operation. If the operator takes credit for the increased TAS when descending at a constant Mach number during the applicable portion of the OneEngine Inoperative descent from the normal cruise level to the OneEngine Inoperative diversion flight level, the associated Mach number and KIAS speed schedule is the Approved One-Engine Inoperative Cruise Speed. 14. An ETOPS alternate may be the departure aerodrome, the departure alternate aerodrome, destination aerodrome, destination alternate aerodrome and any required en-route aerodrome.
CAO 82.0
15. Section 6.19.7.2.5 specifies required information to be provided to flight crew. This is derived from CAO 82.0 Appendix 2 paragraph 2.9(b) (exercise of Operational Control). It is accepted that Flight Following meets the requirement provided the functions of flight following include the monitoring of weather and facilities for the nominated adequate aerodrome(s). 16. Though a manufacturer has not certified an aircraft as ETOPS approved it is possible to approve the aircraft/engine combination to 75 minutes provided the applicable requirements of AC 120-42A are fulfilled. 17. RNP, when appropriate and when approved should be included with GPS/NPA and other navigation aids in the application of section 6.19.7.2.3 b.
6.19-6
CAAP 2341(0)
18. The 5% contingency fuel requirement should also be applied to the approach fuel allowance. See CAAP 234-1(0). 19. The current limit for ETOPS operations is 180 minutes. However, future ETOPS operations are likely to be approved to a greater limit and therefore it is appropriate to provide for this in the policy document.
CAO 82.0
20. CAO 82.0 Appendix 2 paragraph 2.10 requires CASA to approve aerodromes that are used as adequate aerodromes. Where an operator has an Area AOC and the systems and processes fulfil the requirements of the assessment for the suitability of the aerodrome to be utilised as an adequate aerodrome then it is accepted that the aerodrome is approved by CASA. 21. The requirement to consider ATC constraints is not intended to include items such as traffic holding. Other known ATC constraints such as prohibited or restricted airspace should be considered.
6.19.4 Definitions
Aerodrome
CAO 82.0
Adequate. For the purpose of this policy, an adequate aerodrome is an aerodrome having the physical characteristics detailed in paragraph 1 of Appendix 2 of CAO 82.0. ETOPS Alternate. For the purposes of this policy, an ETOPS alternate aerodrome is an adequate aerodrome that also meets the other requirements detailed in paragraph 2 of Appendix 2 of CAO 82.0. (See paragraphs 8, 9 and 14 under 6.19.3.1 Interpretation of ETOPS Policy.) Extended Range Operations For the purpose of this policy, extended range operations are those flights conducted over a route that contains a point further than one hour flying time at the approved one-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. (See paragraph 6 under 6.19.3.1 Interpretation of ETOPS Policy.) Extended Range Entry Point The extended range entry point (EEP) is the point on the aircrafts outbound route which is one-hours flying time at the approved single-engine inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. (See paragraphs 2, 4 and 5 under 6.19.3.1 Interpretation of ETOPS Policy.)
6.19-7
Extended Range Exit Point The extended range exit point (EXP) is the point on the aircrafts route, where the aircraft has been flying in an ETOPS segment which is one-hours flying time at the approved single-engine inoperative cruise speed (under standard conditions in still air) to an adequate aerodrome. (See paragraphs 2, 4 and 5 under 6.19.3.1 Interpretation of ETOPS Policy.)
6.19.5 Eligibility
To be eligible for extended range operations, the specified airframe-engine combination should hold an aircraft ETOPS Type Design Approval and should be evaluated considering the airworthiness and operational concepts outlined in section 6.19.5.1. Aircraft certificated in the transport category that do not hold an ETOPS Type Design Approval may still be eligible to obtain a 75 minute ETOPS approval. (See paragraph 16 under 6.19.3.1 Interpretation of ETOPS Policy.)
6.19.6 Common Factors

Extended range operations applies to all areas of operations and is not limited to overwater operation. Any ETOPS operation shall be based on the maintenance of adequate safety when all factors are considered. This is not limited to engine reliability alone. The aerodromes used in meeting the requirements must be adequate for the aircraft used (ie, available for safe landing at the expected landing weight). The following considerations shall apply: The character of the terrain The kind of operations The performance of the aircraft.
6.19-8
6.19.7
6.19.7.1
CAO 82.0
Operational Approval Considerations

Requesting Approval Any operator requesting approval under CAO section 82.0 paragraph 3B.9 for extended range operations with two-engine aeroplanes (after providing an acceptable evaluation of the airworthiness requirements) should submit the request, with the required supporting data, to the controlling CASA office at least 90 days prior to the proposed start of extended range operation with the specific airframe-engine combination. In considering the application from an operator to conduct extended range operations, an assessment should be made of the operators overall safety record, past performance, flight crew training and maintenance programs. The data provided with the request should substantiate the operators ability and competence to safely conduct and support these operations and should include the means used to satisfy the considerations outlined in this paragraph. (Any reliability assessment obtained, either through analysis or service experience, should be used as guidance in support of operational judgements regarding the suitability of the intended operation.) Flight Dispatch Considerations
6.19.7.2
6.19.7.2.1 General The flight dispatch considerations specified in this section are in addition to, or amplify, the requirements contained in CAR, CAO and AIP, and specifically apply to extended range operations. Although many of the considerations in this policy are currently incorporated into approved programmes for other aircraft or route structures, the unique nature of extended range operations with two-engine aircraft necessitates re-examination of these operations to ensure the approved programmes are adequate for this purpose. 6.19.7.2.2 Master Minimum Equipment List (MMEL) System redundancy levels appropriate to extended range operations should be reflected in the MMEL. An operators MEL may be more restrictive than the MMEL considering the kind of extended range operation proposed and equipment and service problems unique to the operator. Systems considered to have a fundamental influence on flight safety may include, but are not limited to the following: Electrical, including battery Hydraulic Pneumatic Flight instrumentation Fuel Flight control
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6.19-9
Ice protection Engine start and ignition Propulsion system instruments Navigation and communications; Auxiliary power units Air conditioning and pressurisation Cargo fire suppression Emergency equipment Any other equipment necessary for extended range operations. (See paragraph 6(A) under 6.19.3.1 Interpretation of ETOPS Policy.)
6.19.7.2.3 Communication and Navigation Facilities An aircraft should not be dispatched on an extended range operation unless: a. Communications facilities are available to provide under normal conditions of propagation at the normal one-engine inoperative/depressurised cruise altitudes, reliable two-way voice communications between the aircraft and the appropriate air traffic control unit over the planned route of flight and the routes to any ETOPS alternate to be used in the event of diversion b. Non-visual ground and/or other navigation aids are available and located so as to provide, taking account of the navigation equipment installed in the aircraft, the navigation accuracy necessary for the planned route and altitude of flight, and the routes to any ETOPS alternate and altitudes to be used in the event of an engine shutdown. (See paragraph 17 under 6.19.3.1 Interpretation of ETOPS Policy.) c. Visual and non-visual aids are available at the specified ETOPS alternates for the authorised types of approaches and operation minima. (See paragraph 6(A) and 8 under 6.19.3.1 Interpretation of ETOPS Policy.)
6.19-10
6.19.7.2.4 Fuel and Oil Supply 6.19.7.2.4.1 General
An aircraft should not be dispatched on an extended range operation unless it carries sufficient fuel and oil to meet the requirements of CARs and an operators fuel policy and any additional fuel that may be determined in accordance with subparagraph 6.19.7.2.4.2. In computing fuel requirements, advantage may be taken of drift-down and at least the following should be considered as applicable: Current forecast winds and meteorological conditions along the expected flight path at one-engine inoperative/depressurised cruising altitude and throughout the approach and landing Any necessary operation of ice protection systems and performance loss due to ice accretion on the unprotected surfaces of the aircraft Any necessary operation of auxiliary power units Loss of aircraft pressurisation and air conditioning; consideration should be given to flying at an altitude meeting oxygen requirements in the event of loss of pressurisation An approach and landing Navigational accuracy necessary Any known Air Traffic Control (ATC) constraints. (See paragraph 21 under 6.19.3.1 Interpretation of ETOPS Policy.) Critical Fuel Reserves
6.19.7.2.4.2
In establishing the critical fuel reserves, the applicant is to determine the fuel necessary to fly to the most critical point and execute a diversion to an ETOPS alternate aerodrome under the conditions outlined in section 6.19.7.2.4.3 Critical Fuel Scenario. These critical fuel reserves should be compared to the normal approved operators fuel policy requirements for the flight. If it is determined by this comparison that the fuel to complete the critical fuel scenario exceeds the fuel that would be on board at the most critical point, as determined by the approved operators fuel policy, additional fuel should be included to the extent necessary to safely complete the critical fuel scenario. In consideration of the items listed in section 6.19.7.2.4.1, the critical fuel scenario should allow for: A contingency figure of 5 percent added to the calculated fuel burn from the critical point to allow for errors in wind forecasts. (See paragraph 6(A) and 8 under 6.19.3.1 Interpretation of ETOPS Policy.) A 5 percent penalty in fuel mileage or, in lieu, an applicants established value for inservice deterioration in cruise fuel mileage Any Configuration Deviation List items Both airframe and engine anti-icing
6.19-11
6.19.7.2.4.3
Ice accumulation on unprotected surfaces if icing conditions are likely to be encountered during the diversion if the APU is a required power source, then its fuel consumption should be accounted for during the appropriate phase(s) of flight. Critical Fuel Scenario
The following describes a scenario for a diversion at the most critical point. The applicant should confirm the scenario to be used in determining the critical fuel reserve necessary is operationally the most critical considering both time and aircraft configuration (eg, two engine versus one engine at 10000 feet, non-standard aircraft configuration not shown to be extremely improbable in accordance with airworthiness requirements). At the critical point, consider simultaneous failure of an engine and the pressurisation system (critical point based on time to a suitable alternate at the approved one-engine inoperative cruise speed). Immediate descent to, and continued cruise at, 10000 feet at the approved one-engine inoperative cruise speed or continued cruise above 10000 feet if the aircraft is equipped with sufficient supplemental oxygen in accordance with CAO 20.4. Upon approaching destination, descend to 1500 feet above destination, hold for 15 minutes, initiation of an approach and execution of a landing.
CAO 20.4
6.19.7.2.5 Alternate Aerodromes An aircraft should not be dispatched on an extended range operation unless the required take-off, destination and alternate aerodromes, including ETOPS alternate aerodromes to be used in the event of engine shutdown or aircraft system failure(s) which require a diversion, are listed in the flight deck documentation (eg, computerized flight plan). ETOPS alternates should also be identified and listed in the Flight Plan for all cases where the planned route of flight contains a point more than one hour flying time at the oneengine inoperative speed from an adequate aerodrome. Since these ETOPS alternates serve a different purpose than the destination alternate aerodrome and would normally be used only in the event of an engine failure, the loss of primary aircraft systems or cargo fire, an aerodrome should not be listed as an ETOPS alternate unless:
CAO 20.7.1B
a. The landing distances required as specified in the AFM for the altitude of the aerodrome, for the runway expected to be used, taking into account wind conditions, runway surface conditions and aircraft handling characteristics, permit the aircraft to be stopped within the landing distance available as declared by the aerodrome authorities and computed in accordance with CAO 20.7.1B. b. The aerodrome services and facilities are adequate for the applicant operators approved approach procedure(s) and operating minima for the runway expected to be used.
6.19-12
CAO 82.0
c. The latest available forecast weather conditions for a period from 30 minutes before the earliest possible time of arrival to 30 minutes after the latest possible time of arrival equals or exceeds the authorised weather minima in paragraph 2 of Appendix 2 of CAO 82.0. In addition, for the period from 30 minutes before the established earliest time of arrival to 30 minutes after the established latest time of arrival the forecast crosswind component, including gusts, for the landing runway expected to be used should be less than the maximum permitted crosswind for landing taking into account the surface conditions. d. During the course of the flight, the flightcrew are to be informed of any significant changes in conditions at designated ETOPS alternates. Prior to an extended range flight proceeding beyond the extended range entry point, the forecast weather for the time periods established in c above, landing distances, and aerodrome services and facilities at designated en route alternates should be evaluated. If any conditions are identified (such as weather forecast below the landing minima) which would preclude safe approach and landing, then the pilot must be notified and an appropriate course of action taken.
6.19.7.3
Aircraft Performance Data No aircraft should be dispatched on an extended range flight unless the operators Operations Manual contains sufficient data to support the critical fuel reserve and area of operations calculation. The following data should be based on CASA-approved information provided or referenced in the Airplane Flight Manual: Detailed one-engine inoperative performance data including fuel flow for standard and non-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering: Drift-down (includes net performance) Cruise altitude coverage including 10000 feet Holding Altitude capability (includes net performance) Missed approach Detailed all-engine operating performance data, including nominal fuel flow data, for standard and no-standard atmospheric conditions and as a function of airspeed and power setting, where appropriate, covering Cruise altitude (altitude coverage including 10000 feet) Holding Details of any other conditions relevant to extended range operations which can cause significant deterioration of performance, such as ice accumulation on the unprotected surfaces of the aircraft, Ram Air Turbine (RAT) deployment, thrust reverser deployment, etc
6.19-13
The altitudes, airspeeds, thrust settings, and fuel flow used in establishing ETOPS area of operations for each airframe-engine combination must be used in showing the corresponding terrain and obstruction clearances in accordance with CAR, CAO and AIP.
6.19.8
6.19.8.1
Flightcrew Training, Evaluation and Operating Manuals

Adequacy of Flightcrew Training and Operating Manuals CASA will review inservice experience of critical and essential aircraft systems. The review will include system reliability levels and individual event circumstances, including crew actions taken in response to equipment failures or unavailabilities. The purpose of the review will be to verify the adequacy of information provided in training programs and operating manuals. The aviation industry should provide information for, and participate in, these reviews. CASA will use the information resulting from these reviews to modify or update flightcrew training programs, operating manuals, and checklists, as necessary.
6.19.8.2
Flightcrew Training and Evaluation Programme The operators training programme in respect to extended range operations should provide training for flight crewmembers followed by subsequent evaluations and proficiency checks in the following areas: Performance Flight planning, including all contingencies Flight performance progress monitoring Procedures Diversion procedures Use of appropriate navigation and communication systems Abnormal and emergency procedures to be followed in the event of foreseeable failures, including: Procedures for single and multiple failures in flight that would precipitate go/no-go and diversion decisions Operational restrictions associated with these failures including any applicable MEL considerations Procedures for air start of the propulsion systems, including the APU, if required Crew incapacitation Use of emergency equipment including protective breathing and ditching equipment
6.19-14
Procedures to be followed in the event that there is a change in conditions at designated en route alternates which would preclude a safe approach and landing Understanding and effective use of approved additional or modified equipment required for extended range operations Fuel management Flightcrew should be trained on the fuel management procedures to be followed during the en route portion of the flight. These procedures should provide for an independent cross-check of fuel quantity indicators. For example, fuel flows could be used to calculate fuel burned and compared to indicated remaining fuel.
6.19.8.3
ETOPS Check Pilot The operator should appoint a check pilot(s) or designate an ETOPS pilot to be responsible for the standardisation of flight-crew practices and procedures and also to emphasize the special nature of ETOPS operations. Only check pilots with a demonstrated understanding of the unique requirements of ETOPS should be appointed to this position.
6.19.9
6.19.9.1
Operational Limitations
Area of Operation An operator may be authorised to conduct extended range operations within an area where the diversion time at any point along the proposed route of flight to an adequate aerodrome is 75, 120 or 180 minutes at the approved one-engine cruise speed (under standard conditions in still air). (See paragraph 19 under 6.19.3.1 Interpretation of ETOPS Policy.) In the case of operations cleared up to 120 minutes maximum diversion time, small increases in the diversion time for specific routes may be approved as needed, if it can be shown that the resulting routing will provide an enhanced overall safety. The increases mentioned in the previous paragraph: Will require CASA to assess overall type design including time limited systems and demonstrated reliability Will require an appropriate MEL related to the diversion time required Will not be more than 15 per cent of the original maximum diversion time approved.
The area that meets the considerations in the first paragraph above may be approved for extended range operations with two-engine aircraft and should be specified in the safety operational specification as the authorised area of operations.
6.19-15
6.19.9.2
Flight Dispatch Limitation The flight dispatch limitation should specify the maximum diversion time from an ETOPS alternate aerodrome that an operator can conduct a particular extended range operation. The maximum diversion time at the approved one-engine inoperative cruise speed (under standard conditions in still air) should not be greater than the value established in the first paragraph of section 6.19.9.1.
6.19.9.2.1 Use of Maximum Diversion Time The flight dispatch considerations should ensure that extended range operation is limited to flight plan routes where the approved maximum diversion time at the approved oneengine inoperative cruise speed (under standard conditions in still air) to ETOPS alternate aerodromes can be met. Operators should provide for:
CAO 20.6
Compliance with CAO 20.6 where, upon occurrence of an in-flight shutdown of an engine, the pilot should promptly initiate diversion procedure to fly to and land at the nearest aerodromein terms of timedetermined to be suitable by the flight crew. A practice to be established such that in the event of a single or multiple primary system failure, the pilot will initiate the diversion procedure to fly and land at the nearest suitable aerodrome, unless it has been demonstrated that no substantial degradation of safety results from continuation of the planned flight.
6.19.9.2.2 Criteria for Maximum Diversion Times

AC 120-42A
The criteria for different maximum diversion times can be found in Appendices 1, 4 and 5 of AC 120-42A. Contingency procedures should not be interpreted in a way that prejudices the final authority and responsibility of the pilot in command for the safe operation of the aircraft.
6.19.10
CAO 82.0 3B.9, 4.1, 4.2, 4.3
Safety Operational Specifications

An operators two-engine aircraft should not be operated on an extended range flight without the written approval of CASA (both maintenance and operations). The operations approval should encompass a safety operational specification as prescribed by CAO 82.0 paragraphs 3B.9, 4.1, 4.2 and 4.3. Safety operational specifications for extended range operations should specifically include provisions covering at least the following: Definitions of particular airframe-engine combinations, including the current approved CMP standard required for extended range operation as normally identified in the AFM Authorised area of operation
6.19-16
The maximum diversion time, at the approved one-engine inoperative cruise speed (under standard conditions in still air), that any point on the route the aircraft may be from an ETOPS alternate aerodrome for landing Airports authorised for use (See paragraph 21 under 6.19.3.1 Interpretation of ETOPS Policy.) Identification of those aircraft designated for extended range operation by make and model as well as serial and registration numbers.
6.19.11 Operational Validation Flight

The operator should also demonstrate to CASA, using the specified airframe-engine combination or preferably by use of an approved simulator, that the operator has the competence and capability to safely conduct and adequately support the intended operation. The following emergency conditions should be demonstrated during the validation flight unless a successful demonstration of these conditions have previously been carried out in an approved simulator: Total loss of thrust of one-engine; and total loss of engine-generated electrical power; or Any other condition considered to be more critical in terms of airworthiness, crew workload or performance risk.
6.19-17
6.19.12
Extended Range Operations Approval

Following a type design approval for extended range operations in accordance with airworthiness requirements, consideration of in-service experience and satisfactory application of the criteria in paragraph 9 and prior to the issuance of safety operational specifications, the operators application, as well as, the controlling office airworthiness and flying operations inspectors recommendations and supporting data should be forwarded to the controlling office airworthiness and flying operations Team Leaders for review and concurrence. Following the review and concurrence the operational validation flight should be conducted in accordance with any additional guidance specified in the review and concurrence. When the operational validation flight has been evaluated and found acceptable, an applicant may be authorised to conduct extended range operations with the specified airframe-engine combination. The Approval to conduct ETOPS will include the issuance of safety operational specifications (CAO 82.0 subsection 4) containing appropriate limitations.
CAO 82.0
6.19.13 Continuing Surveillance

The CASA controlling office should include ETOPS in the auditing schedule to ensure operations continue to be conducted in accordance with the applicable ETOPS approval.
6.19-18

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Air Operator Certification Manual 6. High Capacity RPT Operations, Initial Issue of an AOC 6.

19 Extended Range Operations

CAO 20.7.1B CAO 82.0

6.19.6 Common Factors

Operational Approval Considerations

6.19.7.2.4 Fuel and Oil Supply 6.19.7.2.4.1 General

Flightcrew Training, Evaluation and Operating Manuals

6.19.9.2.2 Criteria for Maximum Diversion Times

Safety Operational Specifications

6.19.11 Operational Validation Flight

Extended Range Operations Approval

6.19.13 Continuing Surveillance

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