American flies Non-ETOPS A321 to Hawaii
Dave - I can't see the picture. Can you tell me what the three digit fleet number is on the nose gear door? That will tell if it's a ETOPS a/c.
It's the most recent of AAL's 16 ETOPS A321s to be delivered (f/nos 850-865).
865 is an ETOPS jet. You should see ETOPS on the fuselage.
It's aligned vertically with the forward edge of the nose landing gear door.
Easy enough to see from 5' away.
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If you're looking for it while doing the walk around it's hard to miss.
Not sure why it's not in the picture posted. Maybe it was added after delivery but before they started doing ETOPS operations? Newer pictures should have them.
And it's behind the nose gear doors. It's about the same distance behind the doors that the steering angle limit line is forward of the gear doors.
Not sure why it's not in the picture posted. Maybe it was added after delivery but before they started doing ETOPS operations? Newer pictures should have them.
And it's behind the nose gear doors. It's about the same distance behind the doors that the steering angle limit line is forward of the gear doors.
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Gordomac...
Replacement bird had unserviceable APU but we were still dispatched ETOPS.
SC.
We require an EDTO preflight to be signed out by an engineer, based on system serviceability, etc. I'm not sure a decal on the nose gear door is the best way of determining if the aircraft is EDTO, in fact it could be misleading depending on MELs.
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grrowler:
Absolutely!!
We require an EDTO preflight to be signed out by an engineer, based on system serviceability, etc. I'm not sure a decal on the nose gear door is the best way of determining if the aircraft is EDTO, in fact it could be misleading depending on MELs.
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Why not put "NON-ETOPS" on instead of ETOPS?
Wouldn't it be easier to spot a NON-ETOPS when doing a walkaround, than spot an ETOPS? It may trigger more in the brain than the absence of the word "ETOPS".
Wouldn't it be easier to spot a NON-ETOPS when doing a walkaround, than spot an ETOPS? It may trigger more in the brain than the absence of the word "ETOPS".
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Why not put "NON-ETOPS" on instead of ETOPS?
Wouldn't it be easier to spot a NON-ETOPS when doing a walkaround, than spot an ETOPS? It may trigger more in the brain than the absence of the word "ETOPS".
Wouldn't it be easier to spot a NON-ETOPS when doing a walkaround, than spot an ETOPS? It may trigger more in the brain than the absence of the word "ETOPS".
1. Marking non-ETOPS would not be fail-safe if the mark were omitted.
2. Very many people simply do not register negatives. If you were to stand up before a group of people and say "The sky is not yellow," a significant proportion of them would swear blind you had told them the sky was yellow. It's so deep that the high level of intelligence required of flight crew wouldn't be a guarantee.
Sixteen (16), as per my previous post. Fleet numbers are 850 to 865, tail numbers are N118xx to N133xx.
Longtimer's post is gone, presumably because the image size breaches PPRuNe's rules. But we're actually talking about non-ETOPS N137AA and comparing it with the aforementioned 16 ETOPS aircraft in an effort to determine whether all the latter have external markings identifying them as such, the absence of which could/should have alerted the crew on the walkaround to the fact that they were about to operate a non-ETOPS aircraft.
If it turns out that not all ETOPS aircraft have those markings, then that would potentially be a contributory factor.
If it turns out that not all ETOPS aircraft have those markings, then that would potentially be a contributory factor.
A question from a non-Airbus and non-ETOPS guy: Is there a difference in systems between an ETOPS and a non-ETOPS A321, or is it "just" a regulatory thing?
EG. Checking the IDG oil level and filter bypass pop out indicator before each flight.
All certifying maintenance personnel need to undertake regular ETOPS continuation and awareness training.
All critical components need to be certified as ETOPS compliant etc.
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Turin:
All of those plus the MEL is more restrictive.
It's also a maintenance and operations difference.
EG. Checking the IDG oil level and filter bypass pop out indicator before each flight.
All certifying maintenance personnel need to undertake regular ETOPS continuation and awareness training.
All critical components need to be certified as ETOPS compliant etc.
EG. Checking the IDG oil level and filter bypass pop out indicator before each flight.
All certifying maintenance personnel need to undertake regular ETOPS continuation and awareness training.
All critical components need to be certified as ETOPS compliant etc.
Generally there are quite a few changes from ETOPS to non ETOPS aircraft however they very from aircraft types. Generally you need a additional independent electrical source (usually a HMG) that will function with either engine shut down. A APU certified to start and supply electrical power at all altitudes. A cargo fire suppression system with more agent capacity and a metering system. Avionics changes are often needed and a dual HF radio installation. There are numerous other changes that may be required.
There are as mentioned quite different maintenance requirements including how engine performance is tracked and monitored.
There are as mentioned quite different maintenance requirements including how engine performance is tracked and monitored.