ETOPS vs NON-ETOPS Mainteance
Thread Starter
Join Date: May 2017
Location: Cardiff
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
ETOPS vs NON-ETOPS Mainteance
Does anyone know sources that can prove the difference between the 2 types of maintenance, i've found information on oil consumption, staff training procedures and engine monitoring for ETOPS aircraft but have not found information to compare to that of NON ETOPS maintenance. I understand that NON-ETOPS aircraft are not subject to as stringent maintenance in these areas but i don't have sources to back up my claims.
Thanks
Thanks
Last edited by Frostywing; 21st Nov 2018 at 14:39. Reason: spelling
Join Date: Oct 2006
Location: EDDF
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
Here is an ETOPS info https://en.wikipedia.org/wiki/ETOPS
Besides airplane certification for ETOPS, trained personnel, an ETOPS program and dispatch limitations etc,. an airline must also earn ETOPS approval by inflight engine shut down rate etc..
What is concerning maintenance you must have an ETOPS maintenance program. When you dispatch for example an ETOPS flight you must perform an ETOPS pre departure check versus a simple trip check for a non ETOPS airplane. Those checks are different from airline to airline. Some airline ETOPS checks require IDG overflow servicing or HMG check, while other airlines are less restrict. This all depends on how many problems an airline has to maintain the inflight shut down rate within limits. You may loose your 180 minute approved rule and being downgraded to 120 minutes or 90 minutes to be able to return to a suitable airport with one engine. Typical Inflight shut down rates for the specific airframe/powerplant combination must be less than 0.01/1000 flight hours
I hope this helps
easaman
PS: This is only a short version!
Besides airplane certification for ETOPS, trained personnel, an ETOPS program and dispatch limitations etc,. an airline must also earn ETOPS approval by inflight engine shut down rate etc..
What is concerning maintenance you must have an ETOPS maintenance program. When you dispatch for example an ETOPS flight you must perform an ETOPS pre departure check versus a simple trip check for a non ETOPS airplane. Those checks are different from airline to airline. Some airline ETOPS checks require IDG overflow servicing or HMG check, while other airlines are less restrict. This all depends on how many problems an airline has to maintain the inflight shut down rate within limits. You may loose your 180 minute approved rule and being downgraded to 120 minutes or 90 minutes to be able to return to a suitable airport with one engine. Typical Inflight shut down rates for the specific airframe/powerplant combination must be less than 0.01/1000 flight hours
I hope this helps
easaman
PS: This is only a short version!
It's not just the practices stated above. Many aircraft components are ETOPS only and, if swapped out for non-ETOPS parts, can reduce or cancel ETOPS capability. If you have access to Boeing publications you might find a basic version of an ETOPS Maintenance Manual that you might get some information from and possibly adapt for an airline's use.
Join Date: Jul 2005
Location: Here and there....currently here.
Posts: 215
Likes: 0
Received 7 Likes
on
3 Posts
I think what you could be looking for is Critical Maintenance Tasks, which is the separation of critical tasks during aircraft maintenance, including on multi-engine aircraft, to prevent duplication of errors by the same person/team which is a basic principle of ETOPS maintenance. There is an EASA regulation and AMC referenced and linked here Critical Maintenance Tasks: EASA Part-M & -145 Change - Aerossurance .
