ETOPS and ALL Weather Landing

Operations Procedures Training

 ETOPS and AWL

ETOPS Procedures
Extended Range Twin Engine Operations

Manual References
Maintenance Control Manual CJA/MCM/001 Section 19.0

Cargojet Procedures Manual CJA/PROC/019

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 ETOPS and AWL

General

 Extended Range Operations (ETOPS) are operations conducted over a route that contains a point
further than 60 flying minutes time at the specified ONE-engine inoperative cruise speed (in still
air) from an adequate airport.

 ETOPS issued by TC. under TP6327 Cargojet Ops certificate #9441

 Boeing 757-200ER up to 120 minutes
 Boeing 767-200ER up to 180 minutes
 Both aircraft have a benign ETOPS of up to 75 minutes (Non-CMP compliant)

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Purpose

To describe how Cargojet complies with regulations for ETOPS requirements for Cargojet aircraft.

This training covers procedures to be followed by Maintenance, Planning and Records, Stores and
Flight Operations personnel for Company maintained B757 and B767 aircraft for ETOPS
requirements as per Cargojet Maintenance Control Manual (MCM sec.19), and Cargojet Procedure
Manual (CJA/PROC/019).

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Course Outline
 Abbreviations
 Definitions
 Cargojet Aircraft ETOPS Effectivity Lists
 ETOPS Significant Systems
 ETOPS Critical Maintenance Tasks
 Interchangeability of Components
 Transit Checks
 Certification
 ETOPS Downgrade/ Upgrade
 MEL Procedures
 Identifying ETOPS effective parts from IPC
 Engine/APU Oil Consumption Monitoring Program
 All Weather Landing
 All Weather Landing Maintenance Program
 Approach Category Status
 Downgrade of Approach Category Status
 Upgrade of Approach Category Status
 Flight Data Recorder Readout
 Qualified Personnel

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Abbreviations

 ACARS: Airborne Communication And Reporting System

 AFM: Aircraft Flight Manual
 APU: Auxiliary Power Unit
 ATC: Air Traffic Control
 CDL: Configuration Deviation List
 CMP: Configuration, Maintenance and Procedures Manual
 ER: Extended Range
 IFSD: In-flight Shut Down
 IPC: Illustrated Parts Catalogue
 MCTOW: Maximum Certified Take-off Weight
 MEL: Minimum Equipment List
 PSRA: Propulsion System Reliability Assessment
 RAT: Ram Air Turbine
 STC: Supplemental Type Certificate
 TC: Type Certificate
 Benign Area of Operation: An area that provides numerous adequate airports, a high level of
reliability and availability of communication, navigation and ATC services and facilities, and stable
weather.

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Definitions

 ETOPS Significant Item

ATA Components for which the fail-safe/redundancy characteristic is directly linked to the
number of engines, proper functioning of engines and contributes significantly to the safety of a
diversion with one engine inoperative. These items are monitored for trends in the Cargojet
Reliability Program. (Reference CJA/PROC/010)

 ETOPS Sensitive Task

As per the CMP Document, these tasks are identified on the MSA and maintenance task
cards as related to ETOPS Significant Systems. (Reference CJA/PROC/019 Section 2.0)

 ETOPS Critical Maintenance Tasks

Tasks are those, which if applied simultaneously to multiple elements in an ETOPS critical
system, may have an adverse effect on the fail-safe design for ETOPS operations. (Reference
CJA/PROC/019 Section 2.1.3)

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 ETOPS and AWL

Definitions

 CMP
Configuration Maintenance and Procedures manual is a document containing the minimum
requirements for the aircraft configuration including any special inspections, maintenance tasks,
hardware life limits and Master Minimum Equipment List (MMEL) constraints necessary to
establish and maintain the suitability of an airframe-engine combination for ETOPS operations.

 MSA
Maintenance Schedule Approval is an approved Transport Canada document that
describes the approved Cargojet maintenance program for a particular type of aircraft.

 Above Idle Ground Run

Ground engine operation with the power setting raised above the ground idle position such
that the engine parameters up to normal operating levels.

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B757 Aircraft ETOPS effectivity list

Registration Tail Number Aircraft Type Serial No. Approved For ETOPS

C-GIAJ 500 B757-28A 23767 NON-ETOPS

C-FKCJ 501 B757-236 24792 120 MIN

C-FKAJ 502 B757-23A 24566 120 MIN

C-FLAJ 503 B757-23A 24567 120 MIN

C-FGKJ 504 B757-223 25298 NON-ETOPS

C-GCJT 505 B757-23A 24605 NON-ETOPS

C-GTCJ 506 B757-223 25730 120 MIN

C-GVAJ 507 B757-223 24607 NON-ETOPS

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B767 Aircraft ETOPS effectivity list
REGISTRATION Tail Number Aircraft Type Serial No. Approved for ETOPS

C-FGAJ 601 B767-223 22319 180 MIN

C-FOIJ 606 B767-224ER 30430 180MIN
C-FHCJ 607 B767-224ER 30431 180 MIN
C-GUAJ 631 B767-35E 26063 180 MIN
C-GYAJ 632 B767-35E 26064 180 MIN
C-FPIJ 633 B767-33A 27918 180 MIN
C-FGSJ 634 B767-39H 26256 180 MIN
C-FDIJ 635 B767-39H 26257 180 MIN
C-FMIJ 636 B767-328 27135 180 MIN
C-GVIJ 637 B767-328 27212 180 MIN
C-GCIJ 638 B767-306 26263 180 MIN
C-GXAJ 639 B767-323 25196 180 MIN
C-FCCJ 640 B767-323 25197 180 MIN
C-GAAJ 641 B767-323 25449 180 MIN
C-GAJG 642 B767-323 25446 180 MIN
C-FCAE 643 B767-375 24083 180 MIN

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ETOPS Significant Systems
ATA Significant System ATA Significant System

21-30 Cabin Pressure Control System 28-22 Engine Fuel Feed System
21-51 Cooling Pack System 28-25 APU Fuel Feed System
21-51 Air Temperature Control
21-51 Air Temperature Control System
30-11 Wing Thermal Anti-Icing
30-21 Engine Inlet Thermal Anti-Icing
24-10 Electrical Power 30-31 Pitot Static Probe Anti-Icing
24-11 Generator Drive system 30-33 Total Air Temperature Probe Heat
24-20 AC Generation 30-34 Engine Probe Heat
24-23 Fault Sensing 30-41 Flight Compartment Window Anti-Icing
24-25 Hydraulic Motor Driven Generator (HMG)
24-30 DC Generation
34-43 Weather Radar System

26-11 Engine Fire Detection

36-10 Engine and APU Distribution
26-15 APU Fire Detection
36-11 Air Supply Distribution System
26-16 Lower Cargo Smoke Compartment
Detection System
26-23 Cargo Compartment Fire Extinguishing
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ETOPS Significant Systems
ATA Significant System ATA Significant System
71-00 Powerplant
49-11 Auxiliary Power Unit (APU)
72-00 Engine
49-13 APU Mounts
73-00 Engine Fuel Control
49-14 APU Harness
74-00 Ignition
49-15 APU Air Intake
75-00 Engine Air
49-16 APU Drains and Vents
49-21 APU Engine 76-00 Engine Controls
49-11 Auxiliary Power Unit (APU) 77-00 Engine Indicating
49-13 APU Mounts 78-34 Thrust Reverser Control System
49-14 APU Harness 79-00 Engine Oil
49-15 APU Air Intake 80-00 Engine Starting
49-27 APU and Generator Lubrication System
49-31 APU Fuel System
49-41 APU Ignition & Starting System
49-51 APU Cooling Air System
49-53 APU Surge Bleed System
49-61 APU Control System
49-71 APU Exhaust Gas Temperature Indicating
System
49-81 APU Exhaust System For Reference Only
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ETOPS Significant Systems B757 / B767

 The ACA signing the Journey Log book must consider the effects of defects (reference
the approved MEL) in these Significant systems when dispatching aircraft for ETOPS
operations reference CJA/PROC/019.

Typical flight path CGN-YHM

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ETOPS Critical Maintenance Task Requirements

 ETOPS critical maintenance tasks are those which affect ETOPS significant systems on dual
installed systems (i.e. engine oil or fuel filters). These tasks may not be accomplished at the
same aircraft maintenance visit except for extenuating circumstances.
 If maintenance is unavoidable on both significant dual systems, then the aircraft must have
ground verification carried out as per AMM.

NOTE: The ACA releasing the aircraft is

responsible for ensuring that the aircraft is
not dispatched without the ground
verification requirements.

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ETOPS Critical Maintenance Task Requirements

 To prevent the possibility of dual maintenance, operators must have a program in place that
protects against inducing these errors and could include the following:

1. Whenever possible, schedule these tasks at different intervals or maintenance visits.

2. If the above is not possible, then the operator should:

i. Use separate technicians on each task, or

ii. Use an inspector or another qualified technician to observe the work being
performed, and

iii. In either case listed above, include all verification procedures outlined in the
(CJA/PROC/019 Section 2.1.3)

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 ETOPS and AWL

ETOPS Critical Maintenance Task Requirements

 In the event of dual maintenance activity, operators must have a positive ground verification to
dispatch an ETOPS flight. This is accomplished using the airplane manufacturer’s Instructions for
Continued Airworthiness (e.g., AMM, FIM, SRM, etc.). There is no requirement for a verification
flight following maintenance action in this area.

 The use of a verification flight should only be used when ground verification is not
possible or the problem is historical.

 Ground verification tests should be accomplished utilizing the Instructions for Continued
Airworthiness (ICAs), such as the AMM, FIM, SRM, IPC, or operator-specific procedures. These
instructions include the use of Built In Test Equipment (BITE), operational tests, and functional
tests. Normal engine ground checks for leaks, as defined in the AMM, are considered acceptable
for restoring design integrity.

 The need for above idle leak is not necessary unless it is called for in the AMM for the engine
adjustment/test.

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ETOPS Critical Maintenance Tasks

Powerplant Critical Tasks

 Engine Replacement
 FFG Replacement (B757)
 MEC Replacement (B767)
 EEC/ECU
 Fuel Filter Replacement
 Oil Filter Replacement
 MCD (Master Chip Detector) Removal/Replacement
 Fuel Pump Replacement
 Removal/Replacement of Fuel System Components
 Removal/Replacement of Oil System Components
 IDG Replacement or Oil Change
 Borescope Inspection
 Hydraulic Pump Replacement

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ETOPS Critical Maintenance Tasks

Airframe Critical Tasks

 Replacement of Air Conditioning Pack or Pressurization Components which involves Removal/

Replacement of Ducting.
 Replacement of Pneumatic Components which involves Removal / Replacement of Ducting
and/or Pneumatic Sense Lines.
 Replacement of Fuel Feed Components which involves Removal / Replacement of plumbing
and/or Fuel Pumps, Shutoff Valves and Crossfeed Valves (excluding Refuel / Defuel Valves)
 Replacement of Wing Anti-Ice Components which involve Removal / Replacement of Ducting.

Note: Servicing of Fluids and Pre-charges (gases) is not considered an

ETOPS Critical Maintenance Task.

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Interchangeability of Components

 Swapping components between ETOPS airplanes similar primary systems for trouble-shooting
purposes (e.g. installing #1 GCU in the #2 GCU location to ascertain if a problem is with the #2
GCU or further up the system) should be done using extreme caution.
 Every precaution should be taken to assure that damage to the system not in question, will not be
affected. In those cases where similar components are swapped, positive ground verification of
system integrity is required for both systems.

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Transit checks

 Transit checks should be carried out by maintenance at Cargojet bases, or when a flight mechanic
is present onboard.

 Transit checks may be accomplished by flight crew personnel having current Elementary
Maintenance training, when maintenance is not available.

 Record the fluid quantities in Part 1 Flight – Log.

 If no fluid was added enter Zero in all applicable fields.

 During Transit checks, the use of EICAS oil indication is acceptable if installed. (Engines and
APU) Engine/Apu Oil consumption is mentioned later in the presentation.

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 ETOPS and AWL

0 0 0 YHM 0/0 0/0 0 YHM

AMO 53-02
YHM 50088

Geoff Corey QC

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Certification

 Aircraft ETOPS Certifications take the form of entries in the aircraft’s Journey Log and
Defect Log book as described below.

 All certifications must be accomplished by an ACA who has received ETOPS training per the
Maintenance Control Manual 18.6.

 The previous ETOPS certification can be transferred to the following log page by either an ACA or
ETOPS-trained flight crew member when no defects have been noted on the previous flight leg
that affect ETOPS sensitive systems, or no Maintenance or Inspection action was taken that
affects ETOPS sensitive systems.

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Certification- Authorized ACA

 Review the Aircraft Journey Log Book Part 1 and carry out required inspections (if any).

 Review the Defect Log Book for defects that affect the ETOPS-required systems. No defects that
affect ETOPS are allowed except for defects authorized for deferral in accordance with the MEL
for ETOPS operations.

 Carry out a maintenance release, if required, in accordance with PROC/CJ/012 for the inspections
performed (if any) on the current Aircraft Journey Log Part 1, Flight Log. On the following Journey
Log Book page Part 1 in the "Aircraft Capability Status" enter the ETOPS Status as per the
previous page.

Note: The ACA must ascertain the correct ETOPS capability of the aircraft being certified. The
Maximum ETOPS status for each aircraft is listed on the Fleet Configuration Sheet. This
diversion time is reduced per MEL restrictions and requirements or due to ETOPS Roll
Back per Section 7.3.

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ETOPS Downgrade Certification

 The ETOPS Status of the aircraft may be downgraded by either an Authorized ACA or a Trained
Flight Crew Member at any time for the following reasons:
(Ref. Table 4.2 or MEL)

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Procedure for the items listed in Table 4.2

 Raise an “A” defect in the Journey Log book part 2. This entry, which must state that the aircraft
is downgraded to NON-ETOPS status or a lower level per any MEL RESTRICTIONS, as
follows:

Add note: "AIRCRAFT IS DOWNGRADED TO: (A LOWER OR NON-ETOPS STATUS)".

1) The reason for the downgrade and quote the MEL Deferral Number, if applicable.

2) Certify per instructions of the Journey Log book Part 1, see PROC/012
(Logbook Procedures)

3) On the next page in the Journey Log book Part 1, enter the ETOPS Status Minutes box
with "NON" or the "ETOPS TIME LIMIT" as specified in the MEL, and the “A” defect log
number associated with the restriction.

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ETOPS Downgrade
Due to MEL 24-00-01

Defect example on
next slide.

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The outbound F log Part 1
will now reflect ETOPS 120
due to limitation on A54366

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ETOPS Upgrading Certification

 Following the rectification of a defect, a qualified Cargojet ACA must make a log entry and
follow procedures per the following procedures.

Note: This may require an ETOPS verification flight prior to upgrading the ETOPS status.

 ETOPS Verification Flights are intended to preclude "In-Flight Shut Downs", (IFSDs), air
turnbacks,
diversions or service disruptions. However, unnecessary verification flights must be avoided.
 Verification flight requirements are determined by type qualified Cargojet ACA Holder and MCC.
 Verification must be carried out after any of the circumstances as detailed in Table 4.2.

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ETOPS Upgrading
Verification Flight Types

 Verification flights may take the form of one of the following three alternatives provided the
duration of the verification flight suits the nature of the defect.

1) A Non-ETOPS revenue flight

2) A non-revenue verification flight, which may be a positioning flight
3) On an ETOPS revenue flight prior to entering the ETOPS entry point.
The first 60 minutes of the non-ETOPS portion (or the duration specified by the
departing line station in conjunction with MCC), and Prior to the ETOPS entry
point, the flight crew will indicate the confirmation or failure of the system either
through an ACARS, radio, or SELCAL contact with MCC. Upon notification of
successful system correction, the flight crew will execute the ETOPS route and the
down line station will clear the deferred item on arrival.

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ETOPS Upgrading
Verification Flight Types

 When a verification flight is required for an APU defect rectification of the APU will be
operated in flight for 90 minutes prior to upgrading the ETOPS status. If the APU defect is
related to the APU starting system, the APU will be cold soaked for 90 minutes and a
successful in-flight start will be performed prior to upgrading the ETOPS status.

Notes: In all listed alternatives, the duration of the flight must be sufficient to confirm rectification
of the defect and should take all factors into consideration, such as altitude or weather
and if the defect is intermittent.

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Verification Flight Defect example

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Verification Flight Required

 Upon completion of the verification flight sector of the flight, the Captain must certify in the
rectification section of the Journey Log book Part 2 the outcome of the flight. This
certification can be accomplished upon arrival at the next station.

 The Captain makes the following entry in the Log book:

 
"Aircraft ETOPS Verification Flight carried out satisfactorily
and the ETOPS Status Upgraded to _______ Minutes."

Note: Provide the Maximum ETOPS status for the affected aircraft as listed on the Fleet
Configuration
Sheet. (Adherence to any MEL ETOPS limitations must be included).

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Verification Flight Example of Captain signing the rectification remarks.

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The ACA will now sign the

rectification blocks for that
Verification Flight defect.

Update the Journey Log Part 1 to

reflect the change in ETOPS
status.
(Adherence to any MEL ETOPS
limitations must be considered).

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No Verification Flight Required ETOPS Upgrading

 If no verification flight is required after maintenance, an aircraft maintenance release is

accomplished in the Journey Log book Part 1:

 Add a note that states the following authorized ETOPS limitation:

"Aircraft ETOPS Status is upgraded to (enter the Status allowed) due to
(explain maintenance action)".
 Certify per the instructions of the Journey Log book and CJA/PROC/012.
 On the following page of the Journey Log book Part 1, enter the ETOPS Status and approved
time limit for which the A/C is authorized to operate.

 Using the IDG MEL example, if the IDG was replaced and tested serviceable IAW all of the
AMM requirements, (GROUND VERIFICATION TESTS) the Aircraft would now be qualified to
operate 180 min if there are no other MEL restrictions on this aircraft.

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Verification Flight Required ETOPS Upgrading

 Aircraft will be released for ETOPS operations conditional on an acceptable verification flight as
indicated in the Journey Log book Part 2.

 Add a note which states the following authorized ETOPS limitation:

"Aircraft ETOPS Status may be upgraded pending a satisfactory verification flight
due to (explain maintenance action)".

 On the following page of the Journey Log book Part 1; enter the ETOPS Status with "NIL"
or the "ETOPS TIME LIMIT" as specified in the MEL.

 Upon completion of the verification flight sector of the flight per Section 5.5, the Captain
must certify in the rectification section of the Journey Log book Part 2 the outcome of the
flight. This certification can be accomplished upon arrival at the next station.

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Verification Flight Required ETOPS Upgrading

 The Captain makes the following entry in the Log book:

"Aircraft ETOPS Verification Flight carried out satisfactorily and the ETOPS Status
Upgraded to _______ Minutes." See Note.

Note: Provide the Maximum ETOPS status for the affected aircraft as listed on the Fleet
Configuration Sheet. (Adherence to any MEL ETOPS limitations must be included).

 On the following page of the Journey Log book Part 1, enter the ETOPS Status with the
appropriate minutes at which the aircraft is authorized to operate, and accomplish the certification.

Note: The aircraft ETOPS status remains “downgraded” until the verification flight sector of the flight plan
has been successfully accomplished by the Flight Crew. The remainder of the flight plan can then be
accomplished as an ETOPS flight.

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Verification Flight Required ETOPS Upgrading

 If MCC or the ACA Holder has any doubt regarding the requirements for a verification flight, they
must consult one of the following for guidance:
 Senior Vice President Maintenance & Engineering
 Director of Line Maintenance
 Manager, Quality Assurance
 Fleet Manager

 In the event of an unsuccessful verification flight, the flight crew will not sign the verification flight
request in the Journey Log book Part 2, and will generate a new aircraft defect entering the details
of why the verification flight was unsuccessful.
 A qualified ACA will enter in the rectification block of the verification flight request that the
verification flight was unsuccessful and reference made to the appropriate new defect.

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MEL Procedures

 Any time a system or related LRU (as listed in Section 2.0 or identified in the relevant Cargojet
MEL) is discovered to be inoperative; a Journey Log book Part 2 entry is accomplished to
downgrade the ETOPS approval to the "ETOPS TIME LIMIT" specified in the MEL as
applicable. The ACA will inform the Flight Crew and MCC of the aircraft ETOPS status. MCC
will advise Flight Operations that the aircraft is no longer approved for unrestricted ETOPS
flights.

Note: The described MEL procedures can also be found at the end of the preamble in the
Minimum Equipment List (see MCM Section 7.8).

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Components / Parts

 The minimum modification standards are specified in the relevant CMP document and the
Illustrated Parts Catalogue (IPC) for ETOPS compliance. Parts returned after repair/overhaul,
from pooling arrangements, or when purchased must conform to the CMP minimum modification
standards as specified in the applicable ETOPS PARTS LIST/ IPC indicated in the following
subsections.

Note: Parts or components that are not eligible for ETOPS are designated as "Not approved
for ETOPS" in the Boeing IPCs. When researching replacement components for confirmation of
ETOPS parts eligibility, refer to the IPC introduction section for language and terminology used
in the IPC to confirm ETOPS parts eligibility.

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B757 / B767 Part Verification

ETOPS parts are identified in the Illustrated Parts Catalog and CMP. Any pooled, purchased or
borrowed parts obtained at any station must be checked against the IPC or the CMP for ETOPS
compatibility. If in doubt, contact the Senior V.P. Maintenance & Engineering or the Manager, Quality
Assurance who will consult with MCC or Fleet Manager for required action to be taken. If unable to
confirm downgrade the aircraft to a Non-ETOPS Status pending verification. For aircraft not meeting
IPC & CMP Compliance Standards for ETOPS parts, the aircraft may be operated as Benign ETOPS
(up to 75 mins) provided all requirements stated in this Procedure Document have been complied
with.

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B757 / B767 Part Verification

Using item 37 as an example for part

numbers that are effective for ETOPS and
which part numbers are not effective.
P/N 2022480-6 and 2022480-8 are NOT
approved for ETOPS.

P/N 2022480-9 is approved for ETOPS

Due to Nomenclature not showing any
restrictions regarding ETOPS.

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 ETOPS and AWL
B757 / B767 Part Verification

Next example is an Oil quantity transmitter

item 32.

P/N 77-109-14 ETOPS effective

P/N 77-109-9 Qualified interchangeable

except for ETOPS where the 77-109-14 must
be used.

If the 77-109-9 was installed the aircraft

would need to be downgraded to Non-ETOPS
using the Defect log book.

The IPC has many other examples of ETOPS

effective and non effective parts, the ACA
must verify the P/N being installed is ETOPS
effective to maintain ETOPS qualifications.

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Engines – Oil Consumption Monitoring Program

 Two methods of monitoring are used: Continuous Averaging and Single Sector Consumption.

Continuous Averaging

 The monitored consumption level is calculated by the Reliability Analyst, who will monitor for a
gradual increase in oil consumption. Where adverse trends have been identified, consumption
rate is monitored at the Daily Production meeting. Alerts are generated when oil consumption
level increases above the described alert level or if the Reliability Analyst has identified a step
trend, the Reliability Analyst will advise MCC of the trend and MCC will issue an N Card
detailing the trend. MCC tracks and actions all alerts generated.

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Engines – Oil Consumption Monitoring Program

Single Sector Consumption

This method is used for calculating oil consumption since the last engine oil uplift and is intended to
rapidly monitor any sudden increases in oil consumption. Whenever oil is uplifted, the ACA will
determine the “Calculated Oil Consumption” using the following formula and record the results in the
Additional Comments section of Journey Log 1:

Calculated Oil Consumption formula

Total oil uplift in US quarts / liters (TUL) divided by the total flight time since
last oil uplift (LOU) = Calculated Oil Consumption
TUL / LOU = Calculated Oil Consumption

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 ETOPS and AWL

Single Sector Consumption

 If the oil consumption is at or above the Alert Level on Table 1.20, the ACA will contact MCC
ASAP, but prior to flight.
1) MCC shall initiate and track “N” Cards for troubleshooting / investigation of high oil
consumption.
2) If the Calculated Oil Consumption is under the Continuous Averaging Table Alert Level, no
action is required.

Table: 1.20 Alert and Max. Consumption

Engine Alert Levels/Maximum Consumption

CF6-80A / 80C2 Alert Level: 0.52 liter per hour
Maximum consumption: Reference MM 71-00-
00 for guidelines regarding continued service
RB211-535E4 Alert Level: 0.57 liter per hour
Maximum consumption: 1.05 liters per hour

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Up-Lift Procedure – Engines
Top up engine oils as follows
B757ER/RB211-535E4
B767ER / CF6-80A / C2
For Reference Only
AMM Task 12-13-01-613-001
Note: Engine Oil Quantity is always
replenished to the Full Mark on the Sight
Glass, at all maintenance bases.
AMM Task 12-13-01-613-001
Note: Engine Oil Quantity is always
replenished until the ball is in the Sight
Glass and is serviced until oil flows from
the filler cap.
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 ETOPS and AWL

Up-Lift Procedure – Engines

 Enter engine oil uplifts in the Journey Log Book (indicate accurate quantity, eg. 1.25 liters).
 Enter Oil Consumption values for each engine oil uplift in the Additional Comment section of the
Journey Log Book.
 If no oil uplift is required, enter “0” in the Journey Log Book.
 For Continuous Averaging the data is taken from the log pages daily and trended.

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APU – Oil Consumption Monitoring Program

 Two methods of monitoring are used: Continuous Averaging and Single Sector Consumption.
EICAS quantity indication may be used.

Single Sector Consumption

 This method is used for calculating oil consumption after the flights accomplished on the
previous log page of the Journey Log (Part 1) and is intended to monitor for any sudden
increases in oil consumption. If oil is added, the ACA will contact MCC to verify the calculated oil

consumption since the last recorded uplift, prior to all ETOPS FLIGHTS.
Continuous Averaging
 The monitored consumption level is calculated through Reliability Analyst who monitors for a
gradual increase in oil consumption. Where adverse trends have been identified, consumption
rate is monitored at the Daily Production meeting. Alerts are generated when oil consumption
level increases above the described alert level or if the Reliability Analyst has identified a step
trend. The Reliability Analyst will advise MCC of the trend and MCC will issue an N Card
detailing the trend. MCC tracks and actions all alerts generated.

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APU – Oil Consumption Monitoring Program

APU Oil Consumption Alert Levels/ Maximum Allowable
Consumption
B757ER, B767ER AMM 49-11-00
GTCP331-200ER • Alert Level is 0.068 quarts/hour of operation
• Maximum allowable consumption is 0.3 Quarts/Hour of
Operation

Procedure – APU
 Top up APU oils Enter engine oil uplifts in the Journey Log Book (indicate accurate quantity, eg.
0.25 quarts).

NOTE: B757 - APU oil is to be serviced to the “Full Level Indicator Line “on the EICAS or sight glass
as required, during Weekly Checks and prior to ALL ETOPS flights.
NOTE: B767 - APU oil is to be checked to the “Full Level Indicator Line “on the EICAS or sight glass
as required, during Weekly Checks and prior to ALL ETOPS flights.
Enter APU oil uplifts in the Journey Log Book (indicate accurate quantity e.g., 0.25 Qts.)
If no oil uplift is required, enter “0” in the Journey Log Book.

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 ETOPS and AWL

APU – Oil Consumption Monitoring Program

 For Single Sector Consumption monitoring the APU oil is serviced as described above, as
applicable, and MCC is contacted to confirm the consumption rates are in acceptable ETOPS
parameters prior to departure.

 OR, the APU is considered inoperative for ETOPS purposes and MCC is contacted for dispatch
and MEL considerations prior to departure.

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 ETOPS and AWL

ALL WEATHER LANDING

PROGRAM
(AWL)

For Reference Only

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 ETOPS and AWL

AWL Procedures
All Weather Landing

Manual References
Maintenance Control Manual CJA/MCM/001 Section 20

Cargojet Procedures Manual CJA/PROC/020

For Reference Only

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 ETOPS and AWL

AWL Maintenance Program

 The All Weather Operations Maintenance Program is designed to provide safe, reliable
operations into airports having weather minima below Category I limits.

 The AWL Maintenance Program meets the maintenance requirements for All Weather Operations
as stated in the Transport Canada Document TP 1490E; “Manual of All Weather Operations”.

 The following will be the procedures for determining, downgrading and upgrading of the category
status to which the aircraft is capable, in accordance with the certification basis of the aircraft.

 The approach category limits for which operational approval has been granted is stated in the
company Operations Specifications and it is the responsibility of the Flight Crew to adhere to
these limits.

For Reference Only

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 ETOPS and AWL

Approach Category Status

 Approach Category Status is to be entered in the appropriate block on the current Flight Log
page (refer to sample Flight Log page, block 3) and signed by a Cargojet ACA holder with the
appropriate AWL Authority Approval, or by the Captain.

 This determination shall be based on successful actual or simulated Category II or III approach
within the last 30 days and the status of outstanding defects.

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 ETOPS and AWL

Approach Category Status

There are three levels of approach category status and their corresponding autoland configuration.

Category Weather Minima Minimum Autoland Status Req’d

Category III Land 3

Category II Land 2
Category I No Autoland

Note: The B757 and B767 Minimum Equipment List (MEL) specifies the equipment that must be
operative for Category II and III operations.

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 ETOPS and AWL

Approach Category Status

CATEGORY III

 Category III status indicates that the last “Land 3 autoland” was considered by the Flight Crew to
be acceptable, and that no autoland critical components have been disturbed subsequent to the
last autoland.

 In addition, no aircraft defects are outstanding which affect autoland critical systems /
components, or required equipment for Category III.

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 ETOPS and AWL

Approach Category Status

CATEGORY II

 Category II status indicates that only two autopilot systems are operational and status has been
downgraded accordingly.

CATEGORY I

 Category I status indicates that two or more autopilot systems are unserviceable and status has
been downgraded accordingly.

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 ETOPS and AWL

Downgrade of Approach Category Status

1. Downgrading of approach category status shall be initiated by:

 Aircraft defect log report of unserviceability of required equipment for Category II or Category III
operations, as stated in the B757 or B767 MEL as applicable.
 The ACA detecting unreported system fault affecting approach category status as stated in the
MEL.
 System verification requirements resulting from routine FDR analysis, manufactures alerts,
recurring defects, etc.
 Following maintenance to any system/component which is required for Category II or III
operations, excluding any operational or functional tests not requiring removal of components or
disconnection of wires, cables, plumbing etc. Reference table on next slide.
 When the aircraft has not performed a simulated or actual Category II or III approach during the
previous thirty (30) days.
2. A statement of downgraded status shall be made in accordance with (1). Details of the reason for
downgrade shall be entered in the aircraft Journey Log Part II (defect log). The defect number (A
defect #) relating to the reason shall be entered in the “Approach Category Status” block of the flight log.

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Note: The following identifies components/systems that require a simulated approach

after a maintenance task.(i.e. component interchange, replacement , re-rack)

COMPONENT MM REFERENCE
Flight Control Computer 22-11-00
Thrust Management Computer 22-31-01
Mode Control Panel 22-11-02
Lateral Control Servo 22-13-03
Pitch Control Servo 22-12-01
Rollout Guidance Servo 22-13-01
Yaw Damper Servo 22-21-02
Autopilot Lateral Control Servo (ALCS) Electro-hydraulic Servo 22-13-04
Valve
Auto Pilot Pitch Control Servo (APCS) Electro-hydraulic Servo 22-12-02
Valve
Auto Pilot Roll Out Guidance Servo (ARGS) Electro-hydraulic 22-13-02
Servo Valve
Yaw Damper System (YDS) Electro-hydraulic Servo Valve 22-21-03
Autopilot Lateral Control Servo (ALCS) Solenoid Valve 22-13-01
Auto Pilot Pitch Control Servo (APCS) Solenoid Valve 22-12-02
Auto Pilot Roll Out Guidance Servo (ARGS) Solenoid Valve 22-13-02
Yaw Damper System (YDS) Solenoid Valve 22-21-03
Spoiler Control Module 27-09-00
ADC Computer 34-12-01
Inertial Reference Unit (IRU) 34-21-01
ILS Receiver 34-31-01
Glideslope Antenna 34-31-03
For Reference Only
Localizer Antenna 34-31-04
61
Radio Altimeter Computer 34-33-01
Simulated Approach Requirements
 The example defect shown, has had a
component replaced that requires the
flight crew to carry out a simulated
approach.
 MCC must be notified of the downgrade
who will advise Flight Operations.
 The outbound Flight log will now reflect
CAT II status with A 54776 as reason
for the downgrade and Simulated
Approach/Autoland request.

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 ETOPS and AWL

Upgrade of Approach Category Status

 The following conditions must be met before a downgrade can be cleared:

 The subject fault has been positively identified, and rectified.
 Autoland status is displayed as "Land 3" (Land 2 acceptable for Category II).
 All ground-testing requirements have been successfully completed in accordance with
the applicable Maintenance Manual.
 Any additional testing or troubleshooting relating to the reason for downgrade has been carried
out.
 A successful simulated Category II or III Autoland, as applicable, must be carried out by a
qualified flight crew subsequent to maintenance performed to any component designated in Table
(Simulated Approach Requirements Component list).

Note: This approach may be made during a revenue flight under VFR conditions.

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 ETOPS and AWL

Upgrade of Approach Category Status

 Following a satisfactory Autoland the Captain shall sign the “Approach category status” block in
the flight log as “acceptable”.
 When all applicable requirements have been met, the upgraded status shall be entered on the
next log page and signed by a person qualified. Flight Operations will then be informed
immediately of upgraded Autoland capability.

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 ETOPS and AWL

Flight Data Recorder Readout

 If an Autoland malfunction occurs it may be necessary to have the FDR copied for investigation.
This request may be initiated by the Captain, Quality Assurance, Fleet Manager or Maintenance
Control (MCC).
 The procedure shall be as follows:
 Main base - perform on-aircraft copy/readout or replace FDR.
 Sub bases or outstations - enter statement in aircraft defect log: "FDR copy readout to be carried
out within 20 flight hours ref. defect A_______". This requirement shall be
handled as a deferred item.

Note: Reference to defect shall be that which necessitated FDR readout.

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 ETOPS and AWL

Qualified Personnel

 Persons authorized to make a downgrade, upgrade or determination of approach category status

shall be qualified in accordance with the following:

 An ACA holder with the appropriate Boeing 757/767 authorization in either

Category M or E (All Weather Landing)

OR

 Personnel qualified in accordance with the requirements of an All Weather Maintenance Program
approved by a foreign Airworthiness Authority as referenced in the MPM Section 10.4.6 who has
an acceptable Bi-lateral Agreement or Technical Arrangement with Canada.

Note: All Personnel mentioned above must have completed All Weather Operations training.
Note: Status determination or downgrade may be made by the Captain. Status upgrade
may be done by the Captain following a successful simulated CAT II OR CAT III Autoland.

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JOURNEY LOG and
ETOPS BOOK B757 / B767
AWL

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Shown below is the inside front cover of the Journey Log Part 1
Helpful information for Maintenance and Flight Crew

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 ETOPS and AWL

As a closing reminder for all. Every Journey log page were the aircraft is flying, ensure that the
RVSM, ETOPS and Approach Category Status blocks have been checked as appropriate to the
Aircraft status.

Please refer to this training presentation during the quiz.

For Reference Only

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