AC 120-42B ETOPS and Polar Ops - Code7700

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AC 120-42B 6/13/08For example, in emergencies such as loss of cabin pressure, current regulations require adequateoxygen supplies but do not require the operator to consider the amount of extra fuel necessary toreach a diversion airport.(1) An analysis of operational data shows that between 1980 and 2000, 33 of the 73cruise depressurization events on one manufacturer’s airplanes occurred on airplanes with morethan two engines.(2) A study conducted by this manufacturer using a modern four-engine aircraftcarrying normal route planning fuel reserves raises issues about the adequacy of the current fuelplanning requirements in the event of a diversion.d. Operational data shows that the diversion rate for all airplane-related and non-airplanerelatedcauses are comparable between two-engine airplanes and airplanes with more than twoengines. Consequently, the FAA has found that there is a need for all passenger carryingoperations beyond 180 minutes from an adequate airport to adopt many of the ETOPSrequirements that have been based on sound safety principles and successfully proven over manyyears of operations. Accordingly, the FAA revised § 121.161 to include passenger-carryingairplanes with more than two engines in these long-range operations.203. EXTENDED OPERATIONS.a. Since 1985, the acronym, ETOPS, has been defined as “extended twin-engineoperations” and has been limited to part 121 airplanes with only two engines. Current regulationshave extended these applications to all passenger-carrying airplanes operating in both 14 CFRparts 121 and 135, and the acronym has now been redefined to mean “extended operations.”This is to acknowledge the similarity of certain long-range passenger-carrying operations of allairplanes operating today, and the common issues that impact such operations.b. Since 1988, the ETOPS limit for two-engine airplanes has been 180 minutes from anadequate airport at an approved one-engine inoperative cruise speed under standard conditions instill air (excluding the limited authority in the North Pacific given under EPL 20-1, 207-MinuteETOPS Operational Approval Criteria, dated March 21, 2000). Service experience has shownthat although limited, this authority has satisfactorily supported the vast majority of the world’scurrent aviation routes.c. Those areas not supported within 180-minute diversion authority tend to be routes overremote areas of the world that are uniquely challenging to the operation. These areas include theSouth Polar Region, a small section in the South Pacific, the southern South Atlantic Oceanbetween South America and Africa, the southern Indian Ocean and the North Polar area undercertain winter weather conditions. The additional operational challenges of these routes areequally demanding of all airplanes, regardless of the number of engines, and include such issuesas extremes in terrain and meteorology, as well as limited navigation and communicationsinfrastructure. Support of a necessary diversion and subsequent recovery in such areas demandsadded training, expertise, and dedication from all certificate holders. The development of ETOPSrequirements is intended to address all these issues.Page 6 Par 202
6/13/08 AC 120-42Bd. Even though for continuity with current two-engine ETOPS the existing acronymETOPS is retained, the ETOPS acronym has been re-defined. ETOPS has been expanded toinclude all passenger-carrying airplane operations where a proposed flight plan includes anypoint that is greater than 180 minutes from an adequate airport (at an approved one-engineinoperative cruise speed under standard conditions in still air).204. PRECLUDE AND PROTECT.a. The whole premise of ETOPS has been to preclude a diversion and, if it were to occur,to have programs in place to protect the diversion. Under this concept, propulsion systems aredesigned and tested to ensure an acceptable level of in-flight shutdowns (IFSD), and otherairplane systems are designed and tested to ensure their reliability. Two-engine airplanemaintenance practices are enhanced to better maintain and monitor the condition of the enginesand systems significant to ETOPS. The design of these enhanced practices has been a majorfactor in the joint development of the FAA’s and industry’s aggressive steps to develop afoundation to resolve problems with airplane systems and engines in order to minimize thepotential for procedural and human errors, thereby precluding a diversion.b. However, despite the best design, testing, and maintenance practices, situations occurthat may require an airplane to divert. Regardless of whether the diversion is for technical(airplane system- or engine-related) or non-technical reasons, the certificate holder must have aflight operations plan to protect that diversion. For example, such a plan must include ensuringthat pilots are knowledgeable about diversion airport alternates and weather conditions(§ 121.631), have the ability to communicate with the certificate holder’s dispatch office and airtraffic control (ATC) (§§ 121.99 and 121.122), and have sufficient fuel to divert to the alternate(§ 121.646). Under the “preclude and protect” concept, various failure scenarios need to beconsidered. For example, during the design of the airplane, time-limited systems such as cargocompartment fire suppression/containment capability are considered. Fuel planning must accountfor the possibility of decompression or the failure of an engine with considerations for in-flighticing conditions. Best options under these scenarios should be provided to the pilot before andduring the flight.c. This philosophy has been critical to the success of two-engine ETOPS in the past andhas been applied to these airplanes in operations beyond 60 minutes from an adequate airport.This application is based on the requirements of § 121.161 and the engine inoperative diversionrequirements of § 121.565. In-service data shows that all airplanes, regardless of the number ofengines, divert from time to time for various causes. All passenger-carrying operationsconducted where there are a limited number of en route airports, where the support infrastructureis marginal, or where there are challenging weather conditions should adopt many of the sameelements of the same preclude and protect concept. If certificate holders plan to operatepassenger-carrying airplanes with more than two engines in areas where en route airports arefarther away than 180 minutes, these operations are also required to meet certain standardsdefined under ETOPS to ensure that all efforts are made to preclude a diversion, and if adiversion does occur, that procedures are in place to protect that diversion.Par 203 Page 7
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AC 120-42BAppendix 2ApprovalLevelAr
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AC 120-42BAppendix 22. Passenger-Ca
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6/13/08 AC 120-42BAppendix 3APPENDI
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6/13/08 AC 120-42BAppendix 3NOTE: P
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6/13/08 AC 120-42BAppendix 3(4) Def
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AC 120-42B ETOPS and Polar Ops - Code7700

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