The JAA document which covers ETOPS is ACJ / 20X6 ( the FAA & ICAO versions should be very similar ).
Let’s remind ourselves of the definitions:
Extended Range Operations (EROPS): For the purpose of the ACJ, extended range operations are those flights conducted over a route that contains a point further than one hour flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome.
Extended Twin Operations (ETOPS): An Extended Range Operations (EROPS) flight that is conducted by an aircraft having only two engines.
EEP: The extended range entry point is the point on the aeroplane's outbound route which is one hour flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome.
EXP: The point on the aeroplane’s ETOPS route where the flight enters the 60 minute coverage of an adequate aerodrome. Nb. One some flights the destination aerodrome may define the ETOPS Exit Point.
ETOPS Segment: This starts at the ETOPS Entry Point (EEP) and ends when the flight is again back, and remains within, the 60 minute area from an adequate aerodrome, e.g. when transiting the ETOPS Exit Point (EXP).
Thus, any time a twin-engine Public Transport jet aircraft is operating beyond 60 mins ( still air single engine cruise speed ) from an adequate airport it must therefore be operating in accordance with ETOPS – and ipso facto is operating in the ‘ETOPS Segment’ – that is until it transits the ETOPS exit point (EEP) when it reverts to normal flight rules.
It is certainly feasible that a flight could have more than one ETOPS Segment, and that for this to happen there must be multiple EEP's & EXP's.
ACJ/ 20X6 also says this:
10.d.(5) Alternate Aerodromes
An aeroplane should not depart on an extended range operation unless the required take-off, destination and alternate aerodromes, including suitable en-route alternate aerodromes, to be used in the event of propulsion system failure or aeroplane system failure(s) which require a diversion, are listed in the cockpit documentation (e.g. computerised flight plan). Suitable en-route alternates should also be identified and listed in operational flight plan for all cases where the planned route of flight contains a point more than one hour flying time at the one-engine-inoperative speed from an adequate aerodrome. Since these suitable en-route alternates serve a different purpose than the destination alternate aerodrome and would normally be used only in the event of an engine failure or the loss of primary aeroplane systems, an aerodrome should not be listed as a suitable en-route alternate unless:
10.d.(5).(i) The landing distances required as specified in the AFM for the altitude of the aerodrome, for the runway expected to be used, taking into account wind conditions, runway surface conditions, and 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 JAR-OPS 1.
10.d.(5).(ii) The aerodrome services and facilities are adequate to permit the conduct of an instrument approach procedure to the runway expected to be used while complying with the applicable aerodrome operating minima.
10.d.(5).(iii) The latest available forecast weather conditions for a period commencing one hour before the established earliest time of landing and ending one hour after the established latest time of landing at that aerodrome, equals or exceeds the authorised weather minima for en-route alternate aerodromes in Appendix 3. In addition, for the same period, the forecast crosswind component, including gusts, for the landing runway expected to be used should not exceed the maximum permitted crosswind for single engine landing taking into account the runway condition (dry, wet or contaminated).
10.d.(5).(iv) During the course of the flight, the flight crew are to continue to remain informed of any significant changes in conditions at designated en-route alternates. Prior to proceeding beyond the extended range entry point, the forecast weather for the time periods established in paragraph 10.d.(5)(iii), aeroplane status, fuel remaining, runway surface conditions, landing distances and aerodrome services and facilities at designated en-route alternates should be evaluated. If any conditions are identified (such as weather forecast below landing minima) which would preclude safe approach and landing, then the pilot should take an appropriate course of action.
10.d.(5).(v) 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 Appendix 3 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. Note: The alternate aerodromes should be chosen in order to make it possible for the aeroplane to reach the alternate while complying with the requirements, especially with regard to performance (flight over obstacles) and/or oxygen considerations.
Basically, prior to passing the ETOPS Entry Point (EEP), all ETOPS conditions must be evaluated. If any changes preclude a safe approach and landing at the alternate, a revised alternate must be selected and the flight plan changed accordingly. If a suitable alternate cannot be determined then one should not proceed beyond the EEP. However, once beyond the EEP it all comes down to
Captain’s discretion.
What your Chief Pilot is attempting is to say that the only EEP that matters is the first one, and accordingly ignore any intermeddiate EXP's & EEP's - where the aircaft might not actually be in an ETOPS segment of flight - as this then allows the Captain to use discretion ( to the max ) wherein any intermediate / non-ETOPS Segments are treated as if they are part of one single ETOPS Segment.
I can certainly understand why your Chief Pilot might want to do this, but one might also say that this seems to be playing a bit fast and loose with the rules for ETOPS versus non-ETOPS flight.