Accelerated (M)ETOPS Approval

requirements
Contents
1. Introduction ....................................................................................... Error! Bookmark not defined.
2. Summary of (M)(M)ETOPS operational approval requirements ..................................................... 3
2. Obtaining the (M)ETOPS operational approval ............................................................................... 4
2.1 Methods of obtaining the operational approval ..................................................................... 4
2.1 Accelerated (M)ETOPS operational approval ................................................................................ 4
2.1.1 Application Phase ................................................................................................................... 4
2.1.2 Validation of the operator’s (M)ETOPS processes ................................................................. 6
2.1.3 Validation of Operator (M)ETOPS Continuing Airworthiness and Operations Capability...... 7
2.1.4 Issue of (M)ETOPS operational approval................................................................................ 7
3. Content of the requirements for the different areas ...................................................................... 8
3.1 Applicable areas ............................................................................................................................ 8
3.2 Continuing Airworthiness & Reliability monitoring....................................................................... 8
3.2.1 (M)ETOPS Maintenance Program........................................................................................... 8
3.2.2 (M)ETOPS dispatch considerations ........................................................................................ 9
3.2.3 Reliability Program ................................................................................................................. 9
3.2.4 Configuration and Parts control program ............................................................................ 12
3.2.5 Continuing Airworthiness Management Exposition (CAME) ............................................... 12
3.3 Flight Operations considerations ................................................................................................ 13
3.3.1 (M)ETOPS flight planning...................................................................................................... 13
3.3.2 In-flight procedures .............................................................................................................. 15
3.3.3 (M)ETOPS operations manual supplement .......................................................................... 16
3.4 Personnel training and qualification ........................................................................................... 19
3.4.1 Flight crew training requirements ........................................................................................ 19
3.4.2 Flight operations personnel (other than flight crews) ......................................................... 21
3.4.3 Continuing airworthiness personnel ................................................................................... 21
 2. Summary of (M)ETOPS operational approval requirements
Obtaining (M)ETOPS approval
1. Application Phase
a. approval plan should be submitted containing:
1. The proposed routes and (M)ETOPS div. time necessary
2. The proposed one-engine-inoperative cruise speed, which may be area specific;
3. How to comply with the following (M)ETOPS process elements:
i. (M)(M)ETOPS Type Design build standard(CMP compliance)
ii. Compliance with the continuing airworthiness requirements (maintenance, reliability program,
(M)ETOPS part control, etc.)
iii. (M)ETOPS operations manual (supplement)
iv. The operator should establish a programme that results in a high degree of confidence that the
propulsion system reliability appropriate to the (M)ETOPS diversion time would be maintained.
v. Initial and recurrent training and qualification programmes in place for (M)ETOPS related
personnel, including flight crew and all other operations personnel;
vi. Compliance with the Flight Operations Program as defined in AMC 20-6
vii. Proven flight planning and dispatch programmes appropriate to (M)ETOPS
viii. Procedures to ensure the availability of meteorological info and MEL appropriate to(M)ETOPS
ix. Flight crew and dispatch personnel familiar with the (M)ETOPS routes to be flown; in particular
the requirements for selection of (M)ETOPS en-route alternate aerodromes.
4. The resources allocated to each (M)ETOPS process to initiate and sustain (M)ETOPS operations.
5. The plan to use proven manufacturer validated training/maintenance/operations procedures.
6. Details of any (M)ETOPS support program from aircraft (S)TC holder or other operator.
7. Review Gates: A review gate is a milestone of the tracking plan to allow for the orderly tracking and
documentation of specific provisions of this section. Normally, the review gate process will start six
months before the proposed start of (M)ETOPS and should continue until at least six months after the start
of (M)ETOPS.
2. Validation Phase of (M)ETOPS processes (Continuing airworthiness and ops capability)
a. All (M)ETOPS processes must be described including:
1. Flowchart of process elements
2. Definition of Roles and Responsibilities with training requirements
3. Demonstration of feedback loop for monitoring of process
b. The operator should demonstrate that a process functions as intended, this is accomplished by:
1. Providing data, documentation and analysis results, and/or by;
2. Demonstrating that the process works consistently in practice
c. A validation program should be initiated. Before the validation process the following info should be submitted:
1. Validation periods
2. Definitions of aircraft to be used in validation (reg. etc)
3. Description of area of operation (if relevant) for validation and actual operation and definition of validation
routes.
4. Process validation reporting; definition of how results of validation will be reported.
d. The following should be documented during the validation phase:
1. How each element of the (M)ETOPS was utilised during validation
2. Shortcomings of certain elements and measures to correct them
3. Changes to (M)ETOPS processes, required after IFSD, unsc. Engine removal or other significant events
4. Provide periodic process validation reports to competent authorities ( possible during Review Gates
(1.a.7))
A process can be validated by demonstrating that it produces equivalent results on different A/C type. In this case a validation
program should address a number of matter describe in AMC 20-6.
When all steps are successfully conducted, the (M)ETOPS operational approval is issued by the competent authority.
Underlying requirements for (M)ETOPS operators
Requirements common to all (M)ETOPS approval categories
1. Continuing Airworthiness requirements
a. Occurrence reporting, the following items should be reported to MAA-NLD, MTCHO and Airbus DS:
i. IFSDs, diversion/turnback, uncommanded power changes, inability to control engine;
ii. Failure/malfunctions of (M)ETOPS significant systems.
b. An (M)ETOPS maintenance program must be in place containing the following:
i. Standards, guidance and instructions necessary to support intended operation
ii. Specific (M)ETOPS Mx tasks identified by (S)TC holder in CMP must be identified as (M)ETOPS tasks
c. An (M)ETOPS Pre-departure Service Check should be developed to verify the A/C status and (M)ETOPS significant
systems accomplished by authorized and trained person.
d. Reliability program with primary goal: early identification&prevention of failures/malfunctions of (M)ETOPS sign.
Systems. Incorporated elements:
i. Reporting procedures in accordance with point. 1.a
ii. Assessment of propulsion system reliability
iii. APU in-flight start program
iv. Oil consumption program
v. Engine condition monitoring program
vi. Verification program ensuring that corrective action is taken following events that require a verification
flight/action (e.g. IFSD/(M)ETOPS sig. system failures)
e. (M)ETOPS parts control program
f. Proven plan for resolution of A/C discrepancies
g. The CAMO should ensure competence of cont. airworthiness. & maint. Personnel
h. All aforementioned continuing airworthiness requirements must be incorporated in the CAME (can be EEM)
2. Release considerations / flight planning / flight preparations / in-flight procedures
a. A/C should only be operated in accordance with provisions of approved MEL
b. Operator should use weather information systems that are sufficient reliable and accurate.
c. Operator should ensure that A/C carries sufficient fuel and oil to meet applicable operational requirements
d. For an aerodrome to be nominated as (M)ETOPS alternate it must meet the requirements laid down in AMC 20-6.
e. Guidance on diversion decision-making for flight crew should be established.
3. Training requirements
The operator`s training program should provide initial and recurrent training for flight crews, as well as for personnel involved
in the continuing airworthiness and maintenance compliant with AMC 20-6
The operator should ensure that crew members are not assigned to operate (M)ETOPS routes for which they have not
successfully passed training.
4. (M)ETOPS Operations manual supplement
The flight operations requirements stated in AMC 20-6 should be incorporated in a (M)ETOPS operation manual
(supplement) including the route and aerodrome instructions and training.
5. Continuing Surveillance
The fleet-average IFSD and (M)ETOPS significant systems for the specific A/C type will be continually monitored. This should
be done in accordance with the relevant appendices (1, 2 and 8) of AMC 20-6. When the MAA-NLD finds that the necessary
levels of reliability for (M)ETOPS operation cannot maintained should initiate a special evaluation.
1. Obtaining the (M)ETOPS operational approval
This section will explain in what ways the operational approval can be obtained (2.1) and the
elements of the approval process (as defined in AMC 20-6) applicable to the MMU will be explained
(2.2).

1.1 Methods of obtaining the operational approval

The operational approval can be obtained with two different methods:

 Accelerated (M)ETOPS approval

No in-service experience will be required for this approval process
 The In-service (M)ETOPS approval
This methods requires a certain amount of in-service experience with the A/C for which an
operational approval is sought.

The accelerated approval is the method of choice for the MMU certification. The MMU decided that
it was desirable to obtain the (M)ETOPS approval as soon as possible. Considering this aspiration, the
accelerated approval will provide the fastest way to an operational (M)ETOPS approval for the unit.
Since the MMU is newly established unit currently not yet operational, it is impossible to gain
experience with the aircraft required for the in-service approval. Regarding this consideration, the
requirement specifically applicable to the in-service approval are not taken into account.

2.1 Accelerated (M)ETOPS operational approval

The accelerated approval process consists of the following phases:

1. Application phase
2. Validation phase
3. Issuance of operational approval

For every phase the applicable requirements as defined in AMC 20-6 will be provided below.

2.1.1 Application Phase

During the application phase an approval plan must be submitted to the MAA-NLD six (6) months
before proposed start of (M)ETOPS operations. The main objective of this plan is to prove the
competence of the operator to conduct (M)ETOPS operations and demonstrating that it has put in
place the necessary procedures.

The approval plan should define the following:

a) The proposed routes and the (M)ETOPS diversion time necessary to support those routes;
b) The proposed one-engine-inoperative cruise speed, which may be area specific depending upon
anticipated aircraft loading and possible fuel penalties (e.g. result of a certain performance
factor)
c) How to comply with the following (M)ETOPS elements:
1. Airframe/engine combi and engine compliance to (M)ETOPS Type Design build
standard(CMP compliance);
2. Compliance with the continuing airworthiness requirements of the relevant appendix (8)
in AMC 20-6;
3. (M)ETOPS operations manual (supplement);
 4. A Reliability program that results in a high degree of confidence that the propulsion
system reliability appropriate to the (M)ETOPS diversion time would be maintained;
5. Initial and recurrent training and qualification programmes in place for (M)ETOPS related
personnel, including flight crew and all other operations personnel;
6. Compliance with the Flight Operations program / requirements as defined in AMC 20-6
and proven flight planning and dispatch programmes appropriate to (M)ETOPS;
7. Procedures to ensure the availability of meteorological info and a MEL appropriate to
(M)ETOPS;
8. Familiarity of Flight crew and dispatch personnel with the (M)ETOPS routes to be flown;
in particular the requirements for selection of (M)ETOPS en-route alternate aerodromes.

d) The resources allocated to each (M)ETOPS process to initiate and sustain (M)ETOPS operations in
a manner that demonstrates commitment by management and all personnel involved in
(M)ETOPS continuing airworthiness and operational support;
e) Review Gates: A review gate is a milestone of the tracking plan to allow for the orderly tracking
and documentation of specific provisions of this section. Normally, the review gate process will
start six months before the proposed start of (M)ETOPS and should continue until at least six
months after the start of (M)ETOPS. The review gate process will help ensure that the proven
processes comply with the provisions of AMC 20-6 and are capable of continued (M)ETOPS
operations.

AMC 20-6 also defines a list of matters for which documentation must be provided.

Documentation must be provided to the MAA-NLD for the following (M)ETOPS process elements:

a) Technology new to the operator and significant differences in (M)ETOPS significant systems
(engines, electrical, hydraulic and pneumatic), compared to the aeroplanes currently
operated and the aeroplane for which the operator is seeking Accelerated (M)ETOPS
Operations Approval; (In case of MMU, no comparison with previous materiel can be made)
b) The plan to train the flight and continuing airworthiness personnel to the different (M)ETOPS
process elements;
c) The plan to use proven or manufacturer validated Training and Maintenance and Operations
Manual procedures relevant to (M)ETOPS for the aircraft for which the operator is seeking
Accelerated (M)ETOPS Operations Approval.
d) Changes to any previously proven or manufacturer validated Training, Maintenance or
Operations Manual procedures described above. Depending on the nature of any changes,
the operator may be required to provide a plan for validating such changes;
e) The validation plan for any additional operator unique training and procedures relevant to
(M)ETOPS, if any;
f) Details of any (M)ETOPS support programme from the airframe/engine combination or
engine (S)TC holder, other operators or any third country authority or other competent
authority;
g) The control procedures when a contracted maintenance organisation or flight dispatch
organisation is used.
2.1.2 Validation of the operator’s (M)ETOPS processes
Processes described in the Approval plan must be validated. A (M)ETOPS process is
considered proven when:
a) The process is described including a flow chart of process elements;
b) Roles and responsibilities of people managing process are defined including any training
requirements;
c) It is demonstrated that the process is in place and functions as intended, this can be
achieved by:
 Providing data, documentation and analysis results, and/or;
 Demonstrating in practice that the process works and consistently
provides the intended results
d) A Feedback loop exists to facilitate the surveillance / monitoring of the process.
Note: Validation may be done on different aircraft than that for which (M)ETOPS approval is
sought.
It might be possible that there will be a reduction in the validation requirements, the following
elements might lead to a reduction in validation requirements:
1. Experience with other airframes and/or engines;
2. Previous (M)ETOPS experience
3. Experience with long range, over-water operations (independent of number of engines)
4. Any experience gained by flight crews, continuing airworthiness and flight dispatch
personnel at other approved (M)ETOPS operators.

2.1.2.1 Documentation requirements for the process validation

The operator should:

1. Document how each element of the (M)ETOPS process was utilised during the validation;
2. Document any shortcomings with the process elements and measures in place to correct such
shortcomings;
3. Document any changes to (M)ETOPS processes, which were required after an in-flight shut
down (IFSD), unscheduled engine removals, or any other significant operational events;
4. Provide periodic Process Validation reports to the competent authority (this may be
addressed during Review Gates).

Prior to the start of the validation process, the following information should be submitted to the
competent authority (MAA):

1. Validation periods, including start dates and proposed completion dates;

2. Definition of aircraft to be used in the validation (List should include registration
numbers, manufacturer and serial number and model of the airframe and engines);
3. Description of the areas of operation (if relevant to validation) proposed for validation
and actual operations
4. Definition of designated (M)ETOPS validation routes. The routes should be of duration
required to ensure necessary process validation occurs;
5. Process validation reporting. The operator should compile results of (M)ETOPS process
validation.
2.1.3 Validation of Operator (M)ETOPS Continuing Airworthiness and Operations Capability
The operator should demonstrate competence to safely conduct and adequately support the
intended operation. Prior to (M)ETOPS approval, the operator should demonstrate that the
(M)ETOPS continuing airworthiness processes are being properly conducted.
The operator should also demonstrate that (M)ETOPS flight dispatch and release practices,
policies, and procedures are established for operations.
An operational validation flight may be required so that the operator can demonstrate
dispatch and normal in-flight procedures. The content of this validation flight will be
determined by the Competent Authority based on the previous experience of the operator.
Upon successful completion of the validation flight, when required, the operator should modify
the operational manuals to include approval for (M)ETOPS as applicable.

2.1.4 Issue of (M)ETOPS operational approval

AMC 20-6: Appendix 3.3

When all steps in the approval process are successfully taken the MAA-NLD may grant the (M)ETOPS
operational approval based on the following information provided by the MMU

1. Specification of particular airframe/engine combi including the current approved CMP

document;
2. Authorised area of operation;
Authorised area: The area authorised to conduct (M)ETOPS flights within an area where the diversion
time, at any point along the proposed route of flight, to an adequate (M)ETOPS en-route alternate
aerodrome, is within the operator’s approved diversion time (under standard conditions in still air) at
the approved one-engine-inoperative cruise speed.
3. Minimum altitudes to be flown along planned and diversionary routes;
4. Operator’s Approved Diversion Time;
5. Aerodromes identified to be used, including alternates, and associated instrument
approaches and operating minima;
6. The approved maintenance and reliability programme for (M)ETOPS;
7. Identification of those aeroplanes designated for (M)ETOPS by make and model as well as
serial number and registration;
8. Specification of routes and the (M)ETOPS diversion time necessary to support those routes;
9. The one-engine-inoperative cruise speed, which may be area specific, depending upon
anticipated aeroplane loading and likely fuel penalties associated with the planned
procedures;
10. Processes and related resources allocated to initiate and sustain (M)ETOPS operations in a
manner that demonstrates commitment by management and all personnel involved in
(M)ETOPS continued airworthiness and operational support;
11. The plan for establishing compliance with the build standard required for Type Design
Approval, e.g. CMP document compliance.
2. Content of the requirements for the different areas
3.1 Applicable areas
The contents of the approval process as mentioned in Ch. 2 describes what needs to be proven by
the applicant (operator) and how its compliance must be demonstrated. However, the content of the
requirements are not thoroughly described. Therefore, this chapter aims to elaborate on the content
of the requirements. The requirements are categorised based the areas the affect. These are:

1. Continuing airworthiness and Reliability monitoring

2. Flight operations
3. Personnel training and qualifications

For every area the requirements will be provided together with their references in AMC 20-6.

3.2 Continuing Airworthiness & Reliability monitoring

A large part of the requirements are related to continuing airworthiness. The main objective of the
continuing airworthiness requirements is to establish procedures assuring the required level of
reliability. The reliability requirements provide a way of assessing whether the reliability objectives
are met, furthermore the reliability monitoring supports Airbus DS in keeping up the type design
approval. (occurrence reporting)

The main elements of the Continuing Airworthiness & Reliability monitoring requirements are:

1. (M)ETOPS maintenance program

2. (M)ETOPS Dispatch considerations
3. (M)ETOPS reliability program and occurrence reporting
4. (M)ETOPS configuration and parts control program
5. Continuing Airworthiness Management Exposition (CAME)

3.2.1 (M)ETOPS Maintenance Program

AMC 20-6: Appendix 8.3.1
The (M)ETOPS maintenance program should contain the standards, guidance and instructions
necessary to support the intended operation. Specific (M)ETOPS maintenance tasks identified by the
TC holder should be included in the program.

A maintenance task can be a specific (M)ETOPS task or a regular maintenance task that affects an
(M)ETOPS significant system. A specific (M)ETOPS task can be:

- An existing maintenance task with different interval for (M)ETOPS

- A maintenance task unique to (M)ETOPS operations
- A maintenance task mandated by the CMP
3.2.2 (M)ETOPS dispatch considerations

The Operator should establish procedures that prevent dispatch of aircraft not meeting the
requirements for (M)ETOPS as stated in AMC 20-6.

3.2.2.1 Minimum Equipment List (MEL)

AMC 20-6: Appendix 4.2

The system redundancy levels appropriate to (M)ETOPS should be reflected in the Master MEL
(MMEL). The operator`s MEL may be more restrictive than the MMEL considering the kind of
(M)ETOPS operation proposed, equipment and in-service problems unique to the operator.

3.2.2.2 Pre-departure service check

AMC 20-6: Appendix 8.3.1.1
An (M)ETOPS pre-departure service check is required to verify the status of the aircraft and the
(M)ETOPS significant systems. This check should be accomplished by an authorised and trained
person prior to an (M)ETOPS flight, which can be a member of the flight crew.

This (M)ETOPS service check can be part of the regular pre-flight inspection that is conducted before
every flight. The check can consist of the following tasks (ICAO EDTO):

- Verifying the condition of all (M)ETOPS significant systems

- Reviewing applicable maintenance records
- Inspecting interior/exterior visually
- Verifying the required engine/APU oil level

3.2.3 Reliability Program and Occurrence reporting

AMC 20-6: Appendix 8.3.2

The (M)ETOPS reliability program has the purpose of early identification and prevention of (M)ETOPS
related problems common to all (M)ETOPS significant systems.
Therefore the reliability programme should include assessment of (M)ETOPS Significant Systems
performance during scheduled inspection/testing, to detect system failure trends in order to
implement appropriate corrective action such as scheduled task adjustment.

The program should be event-oriented, meaning that each event on an (M)ETOPS-significant system
is investigated to determine if a problem could be reduced or eliminated by changing the
maintenance program (Boeing aero).

The reliability program should incorporate:

1. Occurrence reporting procedures

2. Operator assessment of propulsion systems reliability
3. Engine condition monitoring program
4. APU in-flight start program
5. Oil Consumption monitoring program
6. Verification program (resolution of A/C discrepancies)
3.2.3.1 Occurrence Reporting
AMC 20-6: Appendix 8.2

In addition to the mandatory items (in accordance with SMAR-1) that should be reported, the
following occurrences should be reported to the MTCHO, MAA-NLD and Airbus DS:

1. IFSDs
2. Diversion or turn-backs
3. Un-commanded power changes or surges
4. Inability to control the engine or obtain desired power level
5. Failures/malfunctions of (M)ETOPS significant systems
6. Any events detrimental to (M)ETOPS

3.2.3.2 Assessment of propulsion systems reliability

AMC 20-6: Appendix 8.3.2.2

The purpose of the propulsion systems reliability assessment is ensuring that the approved
maintenance program continues to maintain the necessary level of reliability required for (M)ETOPS
operation. The assessment should be made available to the MAA-NLD on at least a monthly basis.

The assessment should include (minimum):

 Engine hours flown in the period

 IFSD rate ((M)ETOPS / non-(M)ETOPS) and engine removal rate on a 12 month rolling average.

Any adverse sustained trend related to the propulsion systems would require an immediate
evaluation by the MMU in consultation with the MAA-NLD. The evaluation may result in corrective
action or operational restrictions. When an unacceptable IFSD rate exists caused by maintenance or
operational practices, corrective actions must be taken.

Important consideration for MMU:

A high engine in-flight shutdown rate for a small fleet may be due to the limited number of engine
operating hours and may not be indicative for an unacceptable trend. The underlying causes for such
an increase in the rate will have to be reviewed on a case-by-case basis in order to identify the root
cause of events so that the appropriate corrective action is implemented.

3.2.3.3 Engine condition monitoring program (ECM)

AMC 20-6: Appendix 8.3.2.5

The ECM should ensure that a one-engine inoperative diversion may be conducted without
exceeding the approved engine limits, taking into consideration the expected environmental
conditions.

The ECM program should describe:

 The parameters to be monitored;

 Method of data collection;
 Corrective action process

The program should reflect manufacturer’s instructions and industry practice. This monitoring will be
used to detect deterioration at an early stage to allow for corrective action before safe operation of
the aircraft is affected,
3.2.3.4 APU in-flight start program
AMC 20-6: Appendix 8.3.2.3

The objective of the APU in-flight start program is to ensure that the APU will provide the
performance and reliability established by the manufacturer.

Where an APU is required for (M)ETOPS and the aircraft is not operated with this APU running prior
to the (M)ETOPS entry point, initially a cold soak in-flight starting programme should be
implemented to verify that start reliability at cruise altitude is above 95%.

Once the APU in-flight start reliability is proven, the APU in-flight start monitoring programme may
be alleviated. The APU in-flight start monitoring programme should be acceptable to the competent
authority.

The maintenance procedures should include the verification of in-flight start reliability following
maintenance of the APU and APU components, as defined by the OEM, where start reliability at
altitude may have been affected.

3.2.3.5 Oil consumption monitoring program

AMC 20-6: Appendix 8.3.2.4

The objective of the oil consumption monitoring program is to track oil trends and to identify
excessive oil usage. When the APU is required for (M)ETOPS dispatch, the APU oil consumption must
be incorporated in the program.

The oil consumption program should be a continuing monitoring process for which the Aircraft
Conditioning Monitoring System (ACMS) can be used.

If oil analysis is recommended to the type of engine installed, it should be included in the programme

3.2.3.6 Verification program (resolution of aircraft discrepancies)

AMC 20-6: Appendix 8.3.2.6

The operator should develop a verification program to ensure that the corrective action required is
accomplished following an engine shutdown, any (M)ETOPS significant system failure or adverse
trends or any event which require a verification flight or other verification actions (ground
verification) are established.

A clear description of who must initiate verification actions and the section or group responsible for
the determination of what action is necessary should be identified in this verification program.
(M)ETOPS significant systems or conditions requiring verification actions should be described in the
CAME (or dedicated (M)ETOPS Exposition Manual).

The CAMO may request the support of (S)TC holder to identify when these actions are necessary.
Nevertheless the CAMO may propose alternative operational procedures to ensure system integrity.
This may be based on system monitoring in the period of flight prior to entering an (M)ETOPS
segment.
3.2.4 Configuration and Parts control program
AMC 20-6: Appendix 8.
The operator is responsible for compliance with the (M)ETOPS Configuration, Maintenance and
Procedures Document (CMP). The (M)ETOPS CMP document contains the particular airframe-engine
combination configuration minimum requirements, including any special inspection, hardware life
limits, Master Minimum Equipment List (MMEL) constraints, operating and maintenance procedures
related to (M)ETOPS.

The objective of the parts control program is to ensure that (M)ETOPS significant parts/components
(stated in CMP document) are used and that non authorized parts are NOT used for (M)ETOPS
dispatch, thus ensuring CMP compliance. A method must be established to determine which
components will be deemed (M)ETOPS significant based on the CMP document and (M)ETOPS parts
list (provided by Airbus DS).

3.2.5 Continuing Airworthiness Management Exposition (CAME)

AMC 20-6: Appendix 8.4

The CAMO should develop and specify the procedures to ensure the continuing airworthiness of the
aircraft used for (M)ETOPS operations. The following elements, which are described previously,
should be described in the CAME ((M)ETOPS supplement):

1. General description of (M)ETOPS procedures

2. (M)ETOPS maintenance program development and amendment (3.2.1)
3. (M)ETOPS reliability program procedures (3.2.3)
a. Engine/APU oil consumption monitoring (3.2.3.5)
b. Engine/APU Oil analysis (3.2.3.5)
c. Engine conditioning monitoring (3.2.3.3)
d. APU in-flight start program (3.2.3.4)
e. Verification program after maintenance (3.2.3.6)
f. Failures, malfunctions and defect reporting (3.2.3.1)
g. Propulsion System Monitoring/Reporting (3.2.3.2)
h. (M)ETOPS significant systems reliability
4. Parts and configuration control program; (3.2.4)
5. Maintenance procedures that include procedures to preclude identical errors being applied
to multiple similar elements in any (M)ETOPS significant system;
6. Interface procedures with the (M)ETOPS maintenance contractor, including the operator
(M)ETOPS procedures that involve the maintenance organization and the specific
requirements of the contract;
7. Procedures to establish and control the competence of the personnel involved in the
continuing airworthiness and maintenance of the (M)ETOPS fleet. Which will be described in
training requirements section 3.4
3.3 Flight Operations considerations
Besides the continuing airworthiness elements as described in the previous section, the flight
operational considerations form the second pillar of the operational approval requirements.
They can be categorized into the following elements:

1. Flight planning
2. In-flight procedures
3. (M)ETOPS operations manual supplement

3.3.1 (M)ETOPS flight planning

AMC 20-6: Ch. III Sct. 9 / Appendix 4

The flight planning requirements consist of the following:

1. Dispatch requirements (ref. to 3.2.2)

2. (M)ETOPS Fuel requirements
3. Communication and navigation facilities
4. Diversions airports requirements
5. Operational flight plan
6. Aircraft performance data

3.3.1.1 (M)ETOPS Fuel planning requirements

AMC 20-6: Appendix 4.4

For releasing an A/C for (M)ETOPS operation, the operator should ensure that it carries sufficient
fuel and oil to meet the applicable operational requirements. It should be determined whether
additional fuel is required for the (M)ETOPS operation.

In establishing the critical fuel reserves, the operator is to determine the fuel necessary to fly to the
most critical point (at normal cruise speed and altitude, taking into account the anticipated
meteorological conditions for the flight) and execute a diversion to an (M)ETOPS en-route alternate
under the conditions of the critical fuel scenario.

These critical fuel reserves should be compared to the normal applicable operational 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 applicable
operational requirements, additional fuel should be included to the extent necessary to safely
complete the Critical Fuel Scenario.

3.3.1.2 Communication and navigation facilities

AMC 20-6: Appendix 4.3

For releasing an aeroplane on an (M)ETOPS flight, the operators should ensure that:

1. Communications facilities are available to provide under normal conditions of propagation at all
planned altitudes of the intended flight and the diversion scenarios, reliable two-way voice
and/or data link communications;
2. Visual and non-visual aids are available at the specified alternates for the anticipated types of
approaches and operating minima.
3.3.1.3 Diversion airports requirements
AMC 20-6: Appendix 5

When conducting (M)ETOPS operations the en-route alternates should meet the required weather
planning minima and requirements related to the navigation and operational facilities.

The following criteria should be met:

1. 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:
a. wind conditions,
b. runway surface conditions, and
c. aeroplane handling characteristics,

permit the aeroplane to be stopped within the landing distance available as declared by the
aerodrome authorities and computed in accordance with the applicable operational
requirements.

2. The aerodrome services and facilities are adequate to permit an instrument approach
procedure to the runway expected to be used while complying with the applicable
aerodrome operating minima.

3. The latest available forecast weather conditions for a period commencing at the earliest
potential time of landing and ending one hour after the latest nominated time of use of that
aerodrome, equals or exceeds the authorised weather minima for en-route alternate
aerodromes. In addition, for the same period, the forecast crosswind component plus any
gusts should be within operating limits and within the operators maximum crosswind
limitations taking into account the runway condition (dry, wet or contaminated) plus any
reduced visibility limits.

4. In addition, the operator’s programme should provide flight crews with information on
adequate aerodromes appropriate to the route to be flown which are not forecast to meet
en-route alternate weather minima. Aerodrome facility information and other appropriate
planning data concerning these aerodromes should be provided to flight crews for use when
executing a diversion.

3.3.1.4 Operational Flight Plan (OFP)

AMC 20-6: Appendix 4.11

The type of operation (i.e. (M)ETOPS, including the diversion time used to establish the plan) should
be listed on the operational flight plan as required by the applicable operational requirements

3.3.1.5 Aircraft performance data

AMC 20-6: appendix 4.10

The operator should ensure that the Operations manual contains sufficient data to support the
critical fuel reserve and area of operation calculations (OEI speeds, etc.)
The following date should be based on the info of the (S)TC holder (airbus DS)

1. 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:
a. drift down (includes net performance);
b. cruise altitude coverage including 10,000 feet;
c. holding;
d. altitude capability (includes net performance);
e. missed approach.
2. Detailed all-engine-operating performance data, including nominal fuel flow data, for standard
and non-standard atmospheric conditions and as a function of airspeed and power setting,
where appropriate, covering:
a. Cruise (altitude coverage including 10,000 feet); and
b. Holding.

It should also contain 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 aeroplane, Ram Air Turbine (RAT) deployment, thrust reverser deployment, etc.

The altitudes, airspeeds, thrust settings, and fuel flow used in establishing the (M)ETOPS area of
operations for each airframe/engine combination should be used in showing the corresponding
terrain and obstruction clearances in accordance with the applicable operational requirements.

3.3.2 In-flight procedures

AMC 20-6 also describes requirements regarding in-flight procedures, divided into the following:

1. Diversion decision making

2. In-flight re-planning and post-dispatch weather minima
3. In-flight monitoring

3.3.2.1 Diversion decision making

AMC 20-6: Appendix 4.8

The operator should establish procedures that define when a diversion in recommended during
(M)ETOPS operations. In the event of an IFSD, the procedures must include the engine shutdown, fly
to and land at the nearest suitable diversion airport.

The following factors should be considered when determining the course of action and the
assessment of the suitability of a (M)ETOPS alternate:

1. Aircraft configuration/weight/systems status;

2. Wind and weather conditions en route at the diversion altitude;
3. Minimum altitudes en route to the diversion aerodrome;
4. Fuel required for the diversion;
5. Aerodrome condition, terrain, weather and wind;
6. Runways available and runway surface condition;
7. Approach aids and lighting;
8. RFFS* capability at the diversion aerodrome (min CAT 4);
9. Facilities for aircraft occupants - disembarkation & shelter;
10. Medical facilities;
11. Pilot’s familiarity with the aerodrome;
 12. Information about the aerodrome available to the flight crew.

Contingency procedures should not be interpreted in any way that prejudices the final authority
and responsibility of the pilot-in-command for the safe operation of the aeroplane.

3.3.2.2 In-flight re-planning and post-dispatch weather minima

AMC 20-6: Appendix 4.6

An aircraft whether or not dispatched as an (M)ETOPS flight may not re-route post-dispatch without
meeting the applicable operational requirements and satisfy by a procedure that dispatch criteria
have been met. The operator should have a system in place to facilitate such re-routes.

Post-dispatch, weather conditions at the (M)ETOPS en-route alternates should be equal to or better
than the normal landing minima for the available instrument approach.

3.3.2.3 In-flight monitoring

AMC 20-6: Appendix 4.9

During the flight, the flight crew should remain informed of any significant changes in conditions at
designated (M)ETOPS en-route alternate aerodromes. Prior to the (M)ETOPS Entry Point, the forecast
weather, established aeroplane status, fuel remaining, and where possible field conditions and
aerodrome services and facilities at designated (M)ETOPS en-route alternates are to be evaluated. If
any conditions are identified which could preclude safe approach and landing on a designated en-
route alternate aerodrome, then the flight crew should take appropriate action, such as re-routing as
necessary, to remain within the operator’s approved diversion time of an en-route alternate
aerodrome with forecast weather to be at or above landing minima. In the event this is not possible,
the next nearest en-route alternate aerodrome should be selected provided the diversion time does
not exceed the maximum approved diversion time. This does not override the pilot in command’s
authority to select the safest course of action.

3.3.3 (M)ETOPS operations manual supplement

AMC 20-6: Appendix 7

The operational procedures concerning (M)ETOPS should be incorporated into an operations manual.
This can be a dedicated (M)ETOPS ops manual or a supplement to the (existing) Operations Manual
(OM)

For the applicable OM parts (A,B,C,D) the information regarding (M)ETOPS could be outlined as
follows:

PART A - GENERAL/BASIC

1. Introduction into (M)ETOPS

a. Brief description of (M)ETOPS
b. Definitions
2. Operations Approval
a. Criteria
b. Assessment
c. Approved Diversion time
3. Training an checking
4. Operating procedures
5. (M)ETOPS operational procedures
 6. (M)ETOPS Flight Preparation and Planning

a. Aeroplane serviceability ((M)ETOPS status)

b. (M)ETOPS Orientation charts
c. (M)ETOPS alternate aerodrome selection
d. En-route alternate weather requirements for planning
e. (M)ETOPS computerised Flight Plans
7. Flight Crew Procedures
a. Dispatch
b. Re-routing or diversion decision-making
c. (M)ETOPS verification (following maintenance) flight requirements
d. En-route Monitoring

PART B - A/C OPERATING MATTERS (type related instructions and procedures applicable to
(M)ETOPS)

1. Specific type-related (M)ETOPS operations

a. (M)ETOPS specific limitations
b. Types of (M)ETOPS ops that are approved
c. Placards and limitations
d. OEI Speeds
e. Identification of (M)ETOPS aircraft
2. Dispatch / flight planning and in-flight planning
a. Type specific flight planning instructions
b. Procedures for engine(s) out operations
3. (M)ETOPS fuel planning
4. Critical fuel scenario
5. MEL/CDL considerations
6. (M)ETOPS specific MEL items
7. A/C systems
a. A/C performance data including speed schedules and power settings
b. A/C technical differences, special equipment (e.g. satellite communications) and
modifications required for (M)ETOPS

PART C – ROUTE AND AERODROME INSTRUCTIONS

This part should provide all instructions and information needed for the area of operation, this
should include the following:

1. (M)ETOPS area and routes, approved area(s) of operations and associated limiting distances
2. (M)ETOPS an-route alternates
3. Meteorological facilities and availability of information for in-flight monitoring
4. Specific (M)ETOPS computerised Flight Plan information
5. Low altitude cruise information, minimum diversion altitude, minimum oxygen requirements
and any additional oxygen required on specified routes if MSA restrictions apply
6. Aerodrome characteristics (landing distance available, take off distance available) and
weather minima for aerodromes that are designated as possible alternates
PART D – TRAINING

This part should contain the route and aerodrome training for (M)ETOPS operations. This training
should have twelve-months of validity or as required by the applicable operational requirements.
Flight crew training records for (M)ETOPS should be retained for 3 years or as required by the
applicable requirements.

The operator's training programme in respect to (M)ETOPS should include initial and recurrent
training/checking as specified in AMC 20-6.

Details of the training requirements are explained in Ch. 3.4

3.4 Personnel training and qualification
The Operator should ensure that personnel involved in (M)ETOPS operation receive adequate
training. This concerns flight crews, operational personnel (e.g. dispatchers) and personnel involved
in the Continuing airworthiness of the (M)ETOPS fleet. Therefore the following training programs
should be implemented:

1. Flight crew training

2. Operational personnel training
3. CAMO training

The required (minimum) content of all training programs will be elaborated in subsequent sections.

3.4.1 Flight crew training requirements

AMC 20-6: Ch. III Sct. 12

An operator should ensure that prior to conducting (M)ETOPS, each crew member has completed
successfully (M)ETOPS training and checking, approved by the Competent Authority and detailed in
the Operations Manual (Part D). This training should be type and area specific in accordance with the
applicable operational requirements. The operator should ensure that crew members are not
assigned to operate (M)ETOPS routes for which they have not successfully passed the training.

3.4.1.1 Contents of training program

AMC 20-6: Appendix 6

The operator`s (M)ETOPS training program should provide initial and recurrent training for flight
crews on the following subjects/element:

1. Introduction to (M)ETOPS regulations

a. Brief overview of the history of ETOPS;
b. ETOPS regulations
c. Definitions
d. Approved OEI cruise speed
e. Brief intro – Type design approval
f. Maximum approved diversion times and time-limited systems capability
g. Operator`s approved diversion time
h. Routes and airports intended to be used during (M)ETOPS ops
i. (M)ETOPS operation approval
j. ETOPS Area and routes
k. ETOPS en-route alternates aerodromes including all available let-down aids;
l. Nav systems accuracy, limitations and operating procedures
m. Meteorological facilities and availability of info.
n. In-flight monitoring procedures
o. Computerised flight plan
p. Orientation charts, including low level planning charts and flight progress charts usage
q. Equal time point
r. Critical fuel
2. Normal operations
a. Flight planning and Dispatch
1) (M)ETOPS fuel requirements
2) Route alternate selection- weather minima
3) (M)ETOPS MEL
4) (M)ETOPS service check and Technical log
5) Pre-flight FMS set up
b. Flight performance progress monitoring
1) Flight management, navigation and communication systems
2) Aeroplane system monitoring
3) Weather monitoring
4) In-flight fuel management – to include independent cross checking of fuel
quantity

3. Abnormal and contingency procedures

a. Diversion procedures and diversion decision making
Preparing flight crews to evaluate potential significant system failures. The main
objective is to establish crew competency in dealing with the most probable
contingencies.
b. Navigation and communication system, including appropriate flight management devices
in degraded modes
c. Fuel management with degrades systems
d. Initial and recurrent training which emphasises on abnormal and emergency procedures
to be followed in the event of foreseeable failures for each area of operation, including:
1) Procedures for single and multiple failures in flight affecting (M)ETOPS segment
entry and diversion decisions. If standby sources of electrical power significantly
degrade the cockpit instrumentation to the pilots, then training for approaches
with the standby generator as the sole power source should be conducted during
initial and recurrent training.
2) Operational restrictions associated with these system failures including any
applicable MEL considerations.

4. (M)ETOPS line flying under supervision

During the introduction into service of a new ETOPS type, or conversion of pilots not previously
ETOPS qualified, a minimum of two ETOPS sectors should be completed including an ETOPS line
check. ETOPS subjects should also be included in annual refresher training as part of the normal
process.
3.4.2 Flight operations personnel (other than flight crews)
AMC 20-6: Appendix 6.5

The operator’s training programme in respect to (M)ETOPS should provide training where applicable
for operations personnel other than flight crew (e.g. dispatchers), in addition to refresher training in
the following areas:

1. ETOPS Regulations/Operations Approval

2. Aeroplane performance/Diversion procedures
3. Area of Operation
4. Fuel Requirements
5. Dispatch Considerations MEL, CDL, weather minima, and alternate airports
6. (M)ETOPS Documentation

3.4.3 Continuing airworthiness personnel

AMC 20-6: Appendix 8.5

The CAMO should ensure that personnel involved in the continuing airworthiness management of
the (M)ETOPS fleet have knowledge of the ETOPS procedures of the operator.
The CAMO should ensure that personnel involved in (M)TOPS maintenance tasks have:

1. Completed an (E)TOPS training program reflecting the operator`s procedures

2. Satisfactorily performed (M)ETOPS tasks under supervision.

The initial/recurrent (M)ETOPS training program should cover the following elements:

1. Introduction to (M)ETOPS regulations

a. Contents of AMC 20-6
b. Brief synopsis of Type Design Approval
2. (M)ETOPS Operations approval
a. Maximum approved diversion times and time-limited systems capability
b. Operator approved diversion time
c. (ME)ETOPS area and Routes
d. (M)ETOPS MEL
3. (M)ETOPS continuing airworthiness considerations
a. (M)ETOPS significant systems
b. CMP and (M)ETOPS A/C Mx program
c. (M)ETOPS pre-departure service check
d. (M)ETOPS reliability program procedures
1) Engine/APU oil consumption program
2) Oil analysis (if applicable)
3) Engine condition monitoring
4) APU in-flight start program
5) Verification program after maintenance
6) Failures, malfunctions and defect reporting
7) Propulsion system monitoring/reporting
8) ETOPS significant systems reliability
e. Parts and configuration control program
f. Additional CAMO procedures related to (M)ETOPS
g. Interface procedures between part-145 and CAMO