Apdx_A_Atch15_C_32andC_40_CLS_ETOPS_Guide.pdf

C-32A, C-40B, AND C-40C CONTRACTOR LOGISTICS SUPPORT

FA8106-13-R-0002

APPENDIX A, ATTACHMENT 15

EXTENDED OPERATIONS (ETOPS) GUIDELINES

1 GENERAL

1.1 Purpose

The purpose of this guide is to identify and describe the C-32A and C-40B/C Extended Operations (ETOPS) Maintenance Program in sufficient detail to ensure that the purpose, requirements, and objectives of this program are clearly understood and delineated.

1.2 Scope

The C-32A and C-40B/C (hereafter C-32/C-40) ETOPS Maintenance Program applies to all USAF C-32A, C-40B and C-40C Aircraft. The information herein compiles and interfaces FAA, OEM, and USAF guidance and requirements to provide a comprehensive program specific to the USAF C-32/C-40 aircraft fleets in order to achieve equivalent compliance with 14 CFR Part

121.374 and FAA Advisory Circular (AC) 120-42B. This guide shall take precedence over general T.O.s, manuals, and publications, which are not C-32/C-40 Mission Design Series (MDS) specific guidance (i.e. not specific or unique to the C-32/C-40 aircraft). If there is a conflict between this guide and other C-32/C-40 MDS specific manuals, a Technical Assistance Request (TAR) shall be forwarded to System Program Office (SPO) for dispensation. This guide cross-references other chapters, manuals, and documents to avoid duplication and provide information integrity through use of a single source.

1.3 Background

The FAA and other equivalent authorities throughout the world limit the use of two-engine civil airplanes to routes that do not contain a point farther than 60 minutes flying time, at one engine cruise speed, from an adequate airport in still air. However, ETOPS compliant two-engine airplanes are allowed to deviate from this limit because it has been shown that they can provide an equivalent level of safety and reliability. As such, the overall objective of an ETOPS Program is to safely and reliably conduct ETOPS flights on routes containing a point farther than 60 minutes flying time and up to an approved maximum time from an adequate airport at an approved one-engine inoperative cruise speed under standard conditions in still air. The maximum time is based on what the specific aircraft configuration has been proven to and subsequently approved by the responsible regulatory authority. Thus, the premise of ETOPS has evolved into “preclude and protect” where primary emphasis is to preclude a diversion and, if it were to occur, to have programs in place to protect the diversion.

Under this concept, propulsion systems are designed and tested to ensure an acceptable level of in-flight shutdowns (IFSD), and other airplane systems are designed and tested to ensure their reliability. Two-engine airplane maintenance practices are enhanced to better maintain and monitor the condition of the engines and systems significant to ETOPS. The design of these enhanced practices has been a major factor in the joint development of the FAA’s and industry’s aggressive steps to develop a foundation to resolve problems with airplane systems and engines in order to minimize the potential for procedural and human errors, thereby precluding a diversion.

However, despite the best design, testing, and maintenance practices, in-service data shows that all airplanes, regardless of the number of engines, divert from time to time for various causes.

And so under the “preclude and protect” concept, various failure scenarios have and need to be

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considered. For example, during the design of the airplane, time-limited systems such as cargo compartment fire suppression/containment capability are considered. Fuel planning must account for the possibility of decompression or the failure of an engine with considerations for in-flight icing conditions. And regardless of whether the diversion is for technical (airplane system- or engine-related) or non-technical reasons, the operator must have a flight operations plan to protect that diversion. For example, such a plan must include ensuring that pilots are knowledgeable about diversion airport alternates and weather conditions, have the ability to communicate with the operator’s dispatch office and air traffic control (ATC), and have sufficient fuel to divert to the alternate.

14 CFR 121.374 and FAA AC 120-42B establish the basic guidelines for civil ETOPS programs;

and, the OEM’s Configuration, Maintenance and Procedures (CMP) Standard defines the specific airplane model configuration, maintenance, and procedures required to conduct ETOPS.

These requirements are reiterated in the FAA Type Certificate and are supplemental requirements to the basic maintenance, training and reliability programs required for non-ETOPS operations, where certain maintenance activities have been enhanced in order to: (1) ensure that the airframe/engine combination is maintained at its inherent (i.e., designed in) level of safety and reliability and (2) provide continuous monitoring of the performance and reliability of ETOPS airplanes. For a civil operator to gain FAA approval to conduct ETOPS operations, the operator provides evidence that: (1) the airframe/engine combination being used has been approved by the FAA (or other appropriate authority) for such flights; (2) the operator has established acceptable operations and maintenance programs for such operations; and (3) the operator has been approved by the FAA (or other responsible authority) to conduct such flights.

For the C-32/C-40 fleets, the operator is the USAF.

1.4 Regulatory Compliance

The Air Force maintains airworthiness on the C-32/C-40 Fleet IAW Air Force Policy Directive (AFPD) 62-6 which states “Commercial Derivative Aircraft (CDA) whose primary mission is the transport of passengers shall be FAA type certified; FAA certification of these commercial derivative passenger carrying aircraft shall be maintained for the life of the air system.” With respect to ETOPS, the FAA Type Certificate (TC) applicable to the C-32/C-40 aircraft delineates two (2) sets of standards to maintain an appropriate level of safety for: a) non-ETOPS flights on routes containing a point no farther than 60 minutes flying time from an adequate airport at an approved one-engine inoperative cruise speed under standard conditions in still air, and b) ETOPS flights on routes containing a point farther than 60 minutes flying time from an adequate airport at an approved one-engine inoperative cruise speed under standard conditions in still air.

AFI 11-2VIPv3, VIP OPERATIONS PROCEDURES, require C-32/C-40 aircraft be ETOPS compliant. (Note: The abbreviation EROPS is used in lieu of ETOPS in AFI 11-2VIPv3. Both refer to Extended Range Operations as well as ER. EROPS and ER may also be referred to in other AF, FAA, and OEM publications.) Therefore, the C-32/C-40 is maintained and operated to the more rigorous set of TC standards for ETOPS which provides for a higher level of reliability and safety required for ETOPS operations. ETOPS Maintenance Program Objectives

Consistent with the overall C-32/C-40 maintenance program objectives, the C-32/C-40 ETOPS maintenance program objectives must ensure three specific objectives are achieved and sustained to support the enhanced standards necessary to safely and reliably conduct ETOPS operations/flights:

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a. All of the maintenance and alterations on the aircraft must be in accordance with the approved procedures, manuals, and technical data applicable to ETOPS;

b. All maintenance personnel are trained in ETOPS philosophy and processes as part of their initial and recurring training requirements;

c. All maintenance personnel are certified, qualified, competent, and have adequate facilities and equipment to perform maintenance and alterations to the aircraft applicable to ETOPS; and

d. Each aircraft released to service must be airworthy and properly maintained in accordance with the approved procedures, manuals, and technical data applicable to

ETOPS.

1.4 ETOPS Roles and Responsibilities

1.4.1 C-32/C-40 System Program Office

The CLS System Program Office (SPO) is the responsible airworthiness regulatory authority for the C-32/C-40 Fleet. C-32/C-40 SPO Engineering is responsible for maintaining and preserving the Operational Safety, Suitability, and Effectiveness (OSS&E) baseline throughout the life cycle of the system by working collaboratively with the users, MAJCOMs, contractors, and other stakeholders per AFI 63-101/20-101. The C-32/C-40 SPO Lead Engineer is responsible for the technical content of this guide.

1.4.2 Air Force Lead Command/Major Commands

The Lead Command and Major Commands (MAJCOMs) are responsible for those activities delineated by AFPD 10-21, Air Mobility Lead Command Roles and Responsibilities and AFPD 10-9, Lead Command Designation and Responsibilities for Weapon Systems. The Lead Command for the C-32A, C-40B, and C-40C Fleets is Air Mobility Command (AMC).

C-32/C-40 MAJCOMs include AMC, Air National Guard (ANG), Air Force Reserve Command (AFRC), United States Air Forces in Europe (USAFE), and Pacific Air Forces (PACAF).

1.4.3 Air Force Maintenance Personnel

AF blue-suit maintenance is utilized for AFRC C-40C aircraft at Scott AFB and ANG C-40C Aircraft at Joint Base (JB) Andrews. The assigned maintenance organizations are responsible for those activities as identified in AF 21 series publications and as delineated in this ETOPS guide.

1.4.4 Contractor Maintenance Personnel

There are two sources of contractor maintenance for the C-32A and C-40B. At JB Andrews, AMC has base-level contracted aircraft maintenance as part of their installation support. They support the four C-32A and two C-40Bs assigned to the 89th Airlift Wing. For JB Pearl Harbor- Hickam Field (PACAF) and Ramstein AB GE (USAFE), contracted aircraft maintenance is provided under the C 32/C-40 SPO contracts.

1.4.5 Depot Facilities

Contract Logistics Support (CLS) depot facilities are FAR 145 Certified Repair Stations which accomplish depot level maintenance work activities as contracted by the government.

Applicable contracts shall require compliance with this guide and AF 21 series publications.

1.4.6 Fleet Support Contractor

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The fleet support contractor for the C-32/C-40 is Boeing OKC which provides technical, engineering, and other support to sustain the C-32/C-40 Fleets as contracted by the government.

Typically, the fleet support contractor is also the aircraft original equipment manufacturer

(OEM).

1.4.7 Unit Maintenance Operations Center (MOC)

The unit MOC is the centralized ETOPS maintenance entity and designated local ETOPS authority responsible for oversight of the ETOPS maintenance operation, day-today management, and coordination of ETOPS decisions. Each unit and depot facility shall have a MOC (or equivalent) and designate MOC personnel which are ETOPS qualified maintenance personnel. A MOC is typically comprised of maintenance supervisory and Quality Assurance (QA) personnel. Each MOC will be organized and operate IAW AFI 21-101 and local policy and procedures.

1.5 ETOPS Approved Aircraft

The C-32/C-40 Aircraft listed in Table 1.1 have been approved to conduct ETOPS operations when maintained IAW applicable maintenance manuals and procedures (which includes this guide) and operated IAW the applicable flight operation manuals and procedures. This approval allows C-32/C-40 aircraft to exceed the non-ETOPS limit of 60 minutes and fly up to and including 180-minutes diversion time from an alternate airport. This approval was based on compliance with supplemental ETOPS requirements for: a) type design, b) maintenance, and c) flight operations. Type design requirements are defined by the applicable FAA Type Certificate (TC); the maintenance requirements are defined by the applicable maintenance manuals and procedures (including this guide); and the flight operational requirements are defined by the applicable flight manuals and procedures. As all C-32/C-40 aircraft are approved for ETOPS operations. However, ETOPS markings or identification have not been applied to the aircraft exterior.

1.5.1 C-32A Aircraft Type Certificate

The Boeing Model 757-2G4 aircraft, which the C-32A aircraft was derived from, was FAA ETOPS type design approved under FAA TC A2NM.

1.5.2 C-40 B/C Aircraft Type Certificate

The Boeing Model 737-700IGW aircraft, which the C-40B/C aircraft was derived from, was FAA ETOPS type design approved under FAA TC A16WE. The Type Certificate Data Sheet (TCDS) contains the type design approval and states: “The type design reliability and performance of the Model 737-600, -700, and –800 airplanes have been evaluated in accordance with FAA Advisory Circular 120-42A and found suitable for Extended Range Operations with Two-Engine Airplanes (ETOPS) when operated and maintained in accordance with Boeing Document D044A007, “737-600/-700/-800 ETOPS CONFIGURATION, MAINTENANCE, AND PROCEDURES". This finding does not constitute approval to conduct ETOPS operations.” This type design approval in itself does not constitute approval to conduct ETOPS operations but it does establish a configuration baseline suitable for an acceptable level of reliability to safely conduct ETOPS operations which is dependent on the aircraft being continuously maintained and operated to ETOPS standards. As a result, a higher level of safety and reliability is attained then would be for non-ETOPS aircraft/operations.

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Table 1.1

Approved ETOPS Aircraft/Engine Combinations

Mission Design Series

(MDS)

USAF

Registry (Tail

No)

Boeing Variable

No

Aircraft Model

Engine Model

ETOPS

Approved

Time

C-32A 98-0001 NP901 757-2G4 PW2040 180-minutes

C-32A 98-0002 NP902 757-2G4 PW2040 180-minutes

C-32A 99-0003 NP903 757-2G4 PW2040 180-minutes

C-32A 99-0004 NP904 757-2G4 PW2040 180-minutes

C-40B 01-0015 YG081 737-

700IGW

CFM56-

7B27

180-minutes

C-40B 01-0040 YG074 737-

700IGW

CFM56-

7B27

180-minutes

C-40B 01-0041 YG084 737-

700IGW

CFM56-

7B27

180-minutes

C-40B 02-0042 YG088 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 02-0201 YG069 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 02-0202 YG067 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 02-0203 YG044 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 05-0730 YG101 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 05-0932 YG102 737-

700IGW

CFM56-

7B27

180-minutes

C-40C 05-4613 YG103 737-

700IGW

CFM56-

7B27

180-minutes

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Mission Design Series

(MDS)

USAF

Registry (Tail

No)

Boeing Variable

No

Aircraft Model

Engine Model

ETOPS

Approved

Time

C-40C 09-0540 YG104 737-

700IGW

CFM56-

7B27

180-minutes

2 ETOPS MAINTENANCE TENETS

ETOPS is a supplement to baseline FAA and AF aircraft maintenance standards and practices. It establishes a higher level of performance and verification to ensure the required enhanced safety and reliability. Continued ETOPS approval requires continuous compliance with these ETOPS standards and practices.

2.1 ETOPS Maintenance Program Elements

The C-32/C-40 ETOPS Maintenance Program includes the same 15 elements established by 14 CFR Part 121.374 and FAA AC 120-42B. Each element will be explained individually in the subsequent sections; however, ETOPS maintenance program requirements are supplemental to the basic aircraft maintenance program. In some cases, an element, or portion thereof, are addressed in more detail in another chapter in this guide or other manual in order to eliminate redundancy. The 15 elements are:

a. ETOPS Maintenance Document*

b. ETOPS Predeparture Service Check (PDSC)

c. Dual Maintenance

d. Verification Program

e. ETOPS Task Identification

f. Centralized Maintenance Control Procedures

g. ETOPS Parts Control

h. ETOPS Reliability Program

i. Propulsion System Monitoring Program

j. Engine Conditioning Monitoring Program

k. Oil Consumption Monitoring Program

l. APU In-Flight Start Program

m. ETOPS Maintenance Training

n. Configuration, Maintenance, and Procedures (CMP) Document

o. ETOPS Maintenance and Training Program Changes

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2.2 ETOPS Maintenance Document

The SPO is currently developing unique ETOPS Maintenance Manuals for the C-32A and C- 40B/C programs. Until these are published, this guide shall be used to identify and describes the C-32/C-40 ETOPS Maintenance Programs. This ensures that the purpose, requirements, and objectives of this program are clearly delineated and understood. All ETOPS requirements, including procedures, supportive programs, duties, and responsibilities are included herein or referenced by this guide. Requirement cross-references to other pertinent manuals and documents are also provided by this guide, as appropriate and to avoid duplication. This guide is for use by personnel involved in ETOPS and shall be accessible to all affected personnel.

Requests for ETOPS guide changes (to improve, correct, or clarify information herein) shall be forwarded to responsible System Program Office (SPO).

3 ETOPS PRE-DEPARTURE SERVICE CHECK (PDSC)

The ETOPS Pre-Departure Service Check (PDSC) requirements verify that the airplane and certain significant items are airworthy and ETOPS capable. PDSC requirements shall be conducted within 4-hours prior to flight departure by ETOPS qualified maintenance personnel.

3.1 Combined Preflight/Postflight Inspection

ETOPS PDSC requirements have been incorporated into the Combined Preflight/Postflight Inspection. This inspection is specified in the C-32/C-40 Aircraft Maintenance Manuals (AMM) and Line Servicing Manuals (LSM). A combined preflight/postflight inspection is valid for up to 72 hours or until the aircraft has flown. However, the ETOPS portion of this inspection becomes invalid if not accomplished within 4-hours prior to flight departure. If the ETOPS portion of this inspection becomes invalid, it is acceptable to accomplish the thru-flight inspection (within 4-hours of departure) in lieu of re-accomplishing the combined preflight/postflight inspection. If ETOPS qualified maintenance personnel are not available and an ETOPS flight/route will not be conducted, the maintenance group commander, or his designee, may approve the combined preflight/postflight inspection to be accomplished by qualified maintenance personnel who are not ETOPS qualified. The maintenance release for flight must specify if the aircraft is cleared for ETOPS operations and provide any limitations or restrictions to the 180-minute ETOPS requirement. Any such restriction/limitation must be documented in the aircraft records and briefed to the flight crew.

3.2 Thru-Flight Inspection

ETOPS PDSC requirements are also contained in the Thru-Flight Inspection. This inspection is specified in the C 32A and C-40B/C Aircraft Maintenance Manuals (AMM) and Line Servicing Manuals (LSM). A thru-flight inspection shall also be conducted within 4-hours prior to departure by ETOPS qualified maintenance personnel; however, a thru-flight inspection is not required if a combined pre-flight/post-flight inspection has been accomplished within 4-hours prior to flight departure. It is also acceptable to accomplish the thru-flight inspection (within 4-hours of departure) in lieu of re-accomplishing the combined preflight/postflight inspection (when the ETOPS portion has exceeded the 4-hour limit). If an ETOPS qualified maintenance personnel is not available and an ETOPS flight/route must be conducted, the maintenance group commander, or his designee, may approve the thru-flight inspection to be accomplished by qualified maintenance personnel who are not ETOPS qualified. The maintenance release for

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flight must specify if the aircraft is cleared for ETOPS operations and provide any limitations or restrictions to the 180-minute ETOPS requirement. Any such restriction/limitation must be documented in the aircraft records and briefed to the flight crew.

3.3 PDSC Requirement Cross References

3.3.1 The C-32A AMMs and LSMs cross references for the combined preflight/postflight inspection and the thru-flight inspections are:

a. AMM TASK 05-05-02-700/001: Combined Preflight/Postflight Inspection

b. AMM TASK 05-05-04-200/001: Thru-Flight Inspection Checklist

c. LSM TASK 05-05-02-700: Combined Preflight/Postflight Inspection

d. LSM TASK 05-05-04-200: Thru-Flight Inspection Checklist

3.3.2 The C-40B/C AMMs and LSMs cross references for the combined preflight/postflight inspection and the thru-flight inspections are:

a. AMM TASK 05-05-02-700-801: Combined Preflight/Postflight Inspection

b. AMM TASK 05-05-04-200-801: Thru-Flight Inspection Checklist

c. LSM TASK 05-05-02-700-801: Combined Preflight/Postflight Inspection

d. LSM TASK 05-05-04-200-801: Thru-Flight Inspection Checklist

4 DUAL MAINTENANCE

FAA AC 120-42B requires that ETOPS operators establish a maintenance program which includes maintenance procedures to preclude identical action being accomplished to dual system or multiple similar elements, such as engines, during a single maintenance event in any ETOPS critical system. In the past, such identical maintenance has resulted in events involving multi– engine shutdowns and other adverse consequences which is basis for this requirement.

4.1 ETOPS Dual Maintenance Actions

ETOPS dual maintenance is an identical maintenance action (i.e. repair, replacement, or disassembly) applied to both units of a dual system or multiple similar elements in any ETOPS ¬Significant System (reference Section 6) during a single maintenance event or without an intervening operational or check flight. Dual maintenance also includes preforming the same maintenance task on the same component except in the case of engine-driven components, where engine-driven components are considered equivalent. Consequently, the replacement of such components in any combination on both engines qualifies as an identical maintenance action.

Examples of ETOPS dual maintenance actions include removal/installation of: both engines, both engine oil filters, both chip detectors, fuel control change on both engines, both Integrated Drive Generators, both Engine Drive Pumps (EDPs), both the #1 IDG and the #2 EDP, etc.

Servicing of fluids and gases on both units of a dual system or on similar systems is not considered a dual maintenance action (however accomplishment by ETOPS qualified personnel would be mandatory on any ETOPS significant system).

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4.2 Dual Maintenance Restriction Policy

4.2.1 To the maximum extent practical, C-32/C-40 ETOPS maintenance procedures shall preclude the accomplishment of ETOPS dual maintenance. When dual maintenance cannot be avoided, the following requirements shall apply:

a. Approval from the MOC shall be obtained prior to work accomplishment.

b. Different ETOPS qualified mechanics will perform the maintenance on the similar systems; or

c. The work will be inspected by an ETOPS qualified maintenance supervisor or an

ETOPS qualified Quality Assurance (QA) inspector; and

d. A verification of the system shall be accomplished IAW Section 5 (Verification

Program) to ensure system integrity.

4.2.2 Scheduled maintenance on multiple, similar systems will be scheduled by the SPO for depot visits and each operating unit for field/organizational maintenance IAW local unit procedures to preclude accomplishment of ETOPS dual maintenance, to the maximum extent practical, during the same maintenance event (i.e. visit, check, or other opportunity where the aircraft has not returned to service or accomplished an operational or functional flight check in between).

4.2.3 Routine field/organizational maintenance checks should be staggered to prevent identical ETOPS dual maintenance tasks from being performed on both systems at the same time to the maximum extent practical.

4.2.4 Swapping ETOPS components between airplanes similar primary systems for trouble-shooting purposes should be avoided and only accomplished if other options are not available (e.g. installing #1 Guidance Control Unit (GCU) in the #2 GCU location to ascertain if a problem is with the #2 GCU or further up the system). In those cases where it’s determined similar components should be swapped, the following requirements shall apply:

a. Approval from the MOC shall be obtained prior to removal.

b. A verification of the system on both aircraft shall be accomplished IAW Section 5

(Verification Program) to ensure system integrity.

c. Swapping of the components shall be done using extreme caution and every precaution should be taken to assure that damage to the system not in question, will not occur.

d. If an airplane is left in a “swapped configuration,” it must be: a) properly annotated in the aircraft maintenance forms, b) annotated in the AF Maintenance Data System (MDS) via IMDS or G081 (except when depot possessed where owning unit will annotate on return to home station), and c) notify the CLS Contract Parts Control Focal (in order for the CLS contractor to annotate their records/database).

5 VERIFICATION PROGRAM

Positive verification that a corrective action taken to resolve problems significant to ETOPS has been effective is required prior to subsequent ETOPS operation. Positive verification of effective maintenance and system integrity is also required for Dual Maintenance (reference Section 4). Verification is typically accomplished by Built-in Test Equipment (BITE) and ground checks per the Fault Isolation Manual (FIM) or the Aircraft Maintenance Manual

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(AMM); however, under certain circumstances, it may be necessary to perform an in-flight verification by means of a Maintenance Operational Check Flight (OCF) or Functional Check Flight (FCF) IAW the C-32/C-40 FCF Manual and T.O. 1-1-300.

5.1 Verification of Maintenance Action Requirements

Verification of maintenance is required in the following circumstances:

a. Any ETOPS significant system failure (reference Section 6);

b. An in-flight shutdown, un-commanded power change or surge, or inability to control an engine or obtain desired power;

c. Failures, defects or malfunctions listed in FAR 121.374 and FAR 121.703;

d. Maintenance performed on multiple, similar systems (as defined in Section 4);

e. Swapping components in ETOPS Significant Systems for purposes of troubleshooting

(reference Section 4);

f. An engine change.

g. Other maintenance actions, corrective action, or conditions identified by the MOC on a case-by-case basis.

h. Disturbing an ETOPS Significant System while servicing or performing maintenance on a non-ETOPS system/component.

5.2 Determination of the Need for In-flight Verification

In the event that maintenance action cannot be verified by normal ground tests, or the problem or fault cannot be duplicated on the ground, an in-flight verification will be required. The MOC will be contacted to determine the necessity for a verification flight. A verification flight should be used only in the following circumstances:

a. There is no effective ground check;

b. No maintenance manual check exists;

c. BITE checks do not adequately verify system operation or effectiveness of the corrective action;

d. The system can only be finally "confirmed fixed" during actual operation in the air

(i.e., fault cannot be duplicated on the ground).

5.3 Verification Flights

A verification flight is a flight during which the flight crew is asked to assist maintenance in order to confirm that an ETOPS significant system is operating normally, or that an ETOPS significant problem has been resolved. The duration or required number of flights is determined by the MOC in consultation with maintenance supervision, QA, and flight operations. A verification flight may be conducted on a non-ETOPS flight or during the first 60 minutes of an ETOPS flight (i.e. prior to the aircrafts entry into the ETOPS portion of the route). Maintenance Supervision in conjunction with the MOC will make final determination if a verification flight is required.

5.3.1 Verification Flight Procedures

When a ground check is not adequate to verify ETOPS system integrity, the original ETOPS discrepancy, completed maintenance corrective action (including maintenance manual/task card

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reference), and ground check maintenance manual/task card reference will be annotated in the AFTO Form 781A for flight crew review and acceptance. When a flight check is required (as ground check is not adequate or available): a red diagonal shall be annotated in the AFTO Form 781A along with the original ETOPS discrepancy, the completed maintenance corrective action (including maintenance manual/task card reference), a statement such as “ETOPS Verification Flight Required due to insufficient ground check to provide positive confirmation of corrective measures and/or system integrity is required.”, and the specific flight check required (which includes a specific Functional Check Flight (FCF) Manual reference).

6 ETOPS TASK IDENTIFICATION

To ensure ETOPS related maintenance tasks are effectively completed, all ETOPS related maintenance tasks shall be accomplished by ETOPS qualified maintenance personnel. The C-32/C-40 maintenance manuals and task cards do not directly include nor individually mark each task as ETOPS related. However, ETOPS related scheduled maintenance tasks (which typically comprise the A-Check and C-Check maintenance visit work package) are currently identified by the SPO’s fleet support contractor where the contractor’s maintenance planning personnel provide scheduled maintenance package which includes a “Tally Sheet List” which individually identifies each task with the word “ETOPS” when the task is ETOPS related. For unscheduled maintenance (which includes corrective actions and on-condition maintenance), the responsible unit or depot maintenance personnel shall either: a) determine if unscheduled maintenance is ETOPS related tasks Table 6.1 and ensure all ETOPS related tasks are accomplished by ETOPS qualified maintenance personnel, or b) ensure all unscheduled maintenance is accomplished by ETOPS qualified maintenance personnel. Whether the task cards are marked or not, the performing maintenance organization is responsible for identifying and controlling ETOPS tasks per the system breakout of Table 6.1.

6.1 ETOPS Significant Systems

ETOPS Significant Systems and their components are identified in Table 6.1. This table provides for identification of ETOPS-related systems, which are considered significant or critical to ETOPS compliancy, which in turn allows reliability monitoring, reporting, corrective action, verification, and other activities required to maintain ETOPS integrity. For example, a malfunction or degradation occurring in any of these systems (which includes assemblies and components therein) may be subject to reporting and further investigation to determine if and/or extent corrective action needed.

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Table 6.1: ETOPS Significant Systems List

ATA

CHAPTER

ATA

SECTION TITLE

Air

Conditioning System

-31 Pressurization Control System

-51 PACK Flow Control and Pack Cooling System

-61 Zone Temperature Control and Indication

Electrical

Power

-11 Integrated Drive Generator (IDG)

-21 AC Generation System

-31 DC Generation System

-32 Transformer Rectifier Unit

-34 Standby Power System

Fire Protection

-00 Detection System

-10 Engine and APU Fire Detection Control Module

-11 Engine Fire Detection System

-15 APU Fire Detection

-16 Cargo Bay Smoke Detection System

-23 Cargo Fire Extinguishing

Fuel

-22 Engine Fuel Feed System

-25 APU Fuel Feed System

Ice & Rain Protection

-11 Wing Thermal Anti-Icing System

-21 Engine Cowl Anti-Icing System

-31 Air Data Sensor Anti-Icing

-41 Control Cabin Window Anti-Icing System

-42 Windshield Wiper System

Navigation

-43 Weather Radar (WXR) System

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Pneumatic

-11 Engine Bleed Air Distribution System

-13 Pneumatic Manifold System

-14 APU Bleed Air System

Airborne Auxiliary

Power

-11 Auxiliary Power Plant

-13 APU Mounts

-16 APU Drains

-21 APU Engine

-31 APU Fuel System

-41 APU Ignition and Start System

-52 APU Bleed Air System

-61 APU Controls

-71 APU Exhaust Gas Temperature Indicating System

-72 APU Indicating System

-81

-91

APU Exhaust System

APU Lubrication System

-94 APU Lubrication Indication System

71, 72, 73, 74, 75, 76, 77, 78, TURBOFAN

PROPULSION

SYSTEM

ALL Engine Systems

6.2 ETOPS Related Tasks

ETOPS related tasks include: PDSC related tasks; maintenance/corrective action tasks on ETOPS Significant Systems (including assemblies and component therein); and/or disturbing an ETOPS system/component as part of maintenance of a non-ETOPS system/component.

6.2.1 PDSC-related Tasks

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For the C-32/C-40 fleet, the ETOPS PDSC requirements have been incorporated into the Combined Preflight/Postflight Inspection and the Thru-Flight Inspection. As described in Section 3, this check must be performed by ETOPS qualified maintenance personnel and therefore is as an ETOPS related task.

6.3 Work Unit Code Manuals

The C-32A and C-40B/C Work Unit Code (WUC) Manuals identify components, assemblies, and systems as ETOPS-related based on the Significant Systems List. As such, this manual may be used as a supplementary or alternate reference for Table 6.1 when the applicable WUC is listed. Such uses may include determining whether ETOPS-related, documenting maintenance data, or for other actions that the WUC Manual is used. If a conflict occurs between manuals, utilize the more stringent requirement or contact SPO engineering for determination.

6.4 Minimum Equipment List Manual

The C-32A and C-40B/C Minimum Equipment List (MEL) Manual identifies minimum system requirements to dispatch an aircraft and determine suitability for ETOPS flight/routes. In the MEL, items that are ETOPS related are identified as “ER” to indicate whether suitability to conduct ETOPS operations is degraded by specific equipment. If a conflict occurs between manuals, utilize the more stringent requirement or contact SPO engineering for determination.

7 CENTRALIZED MAINTENANCE CONTROL PROCEDURES

Each C-32/C-40 maintenance organization (to include contractor field and depot level maintenance) shall develop, clearly define, and document its local ETOPS maintenance procedures, duties, training requirements, and responsibilities to comply with the requirements in this guide. These procedures shall include the involvement of a Maintenance Operations Center (MOC), or equivalent, which will be the centralized entity responsible for the oversight of the ETOPS maintenance operation. These established procedures and centralized control processes shall preclude an airplane from being dispatched for ETOPS flights after an engine In-flight Shutdown (IFSD), ETOPS significant system failure, or discovery of significant adverse trends in system performance without appropriate corrective action having been taken.

7.1 Local Procedures Documentation

For local procedures documentation, it is acceptable to provide a separate document (e.g.

Operating Instruction (OI), local Publication or Publication Supplement, etc.) with the additional guidance, instructions, requirements, etc. specific to the respective unit/depot. C-32/C-40 maintenance organizations are requested to provide a courtesy copy of local requirements to C-32/C-40 SPO Engineering.

7.1.1 ETOPS Local Maintenance Procedures.

Local ETOPS standard procedures, practices, guidance, and requirements should adequately address:

a. Dual Maintenance (reference Section 4

b. ETOPS verifications (reference Section 5)\

c. ETOPS Task Identification (reference Section 6)

d. ETOPS Parts Control (reference Section 8), APPENDIX A, ATTACHMENT 15

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e. ETOPS data reporting and documentation (reference Sections 9, 10, 11, and 12)

f. ETOPS Maintenance Training (reference Section 13), g) ETOPS Maintenance and

Training Program Changes (reference Section 14).

7.1.2 ETOPS Inspection, Scheduled, On-condition, and Unscheduled Maintenance Procedures should be sufficiently described to accomplish inspection, scheduled maintenance, on-condition maintenance, and unscheduled maintenance on ETOPS related tasks/components/systems.

7.1.3 ETOPS Corrective Action Procedures should be sufficiently described to systemically identify ETOPS discrepancies, investigate/verify discrepancy, assess/troubleshoot, assign/accomplish corrective action(s), and document the discrepancy/corrective action. These procedures shall include periodic and on-condition reviews of the maintenance actions/history for ETOPS systems. If there are indications of repeat items, adverse trends, or other concerns, the Maintenance Supervision and MOC will be consulted to determine the appropriate corrective action which shall include coordination with SPO Engineering and Fleet Support Contractor Reliability Group (reference Section 9).

7.1.4 Aircraft Maintenance Release Procedures should be sufficiently described to ensure all actions completed, including records documentation, to release aircraft from maintenance for flight/operational service. This procedure shall include the certification process by qualified/approved personnel to conduct ETOPS operations/flight. This procedure shall also incorporate the following in order to establish a standard baseline:

a. Combined Pre-flight/Post-flight Inspection Check or the Thru-flight Inspection Check shall be used as the final determination on aircraft suitability to conduct ETOPS/Non- ETOPS operations

b. An AFTO Form 781H shall be used as primary release document and annotated IAW T.O. 00-20-1 prior to each flight

c. The AFTO Form 781H entry for a completed Combined Pre-flight/Post-flight Inspection or Thru-flight Inspection shall include date and time that inspection was completed (as inspection is only valid for 4-hours and must be re-performed prior to flight if inspection older than 4-hours)

d. If the aircraft is not capable of 180-minute ETOPS flight, a conditional release will be signed off on the AFTO Form 781H IAW T.O. 00-20-1 which clearly indicates the aircraft is not suitable to conduct non-ETOPS operations/flights.

7.1.5 ETOPS Qualified Maintenance Personnel.

Only ETOPS qualified maintenance personnel will perform scheduled, on-condition, and unscheduled inspections, maintenance actions, tasks, and corrective actions for ETOPS related inspections/maintenance.

7.1.6 Maintenance Form Sign-Offs procedures should ensure ETOPS qualified maintenance personnel sign off aircraft records for any ETOPS related write-ups IAW T.O. 00-20-1. These records include the Combined Pre-flight/Post-flight Inspection; Thru-flight Inspection:

Scheduled Inspection; corrective actions on ETOPS related items; etc.

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7.1.7 ETOPS Maintenance Action Verification procedures should be sufficiently described to ensure ETOPS verification actions are completed, including records documentation, to release aircraft from maintenance for flight/operational service (reference Section 5).

8 ETOPS Parts Control

8.1 Purpose of Parts Control

The purpose of parts control is to ensure that each C-32/C-40 airplane is in compliance with the approved ETOPS configuration as defined by the latest revision of the aircraft Illustrated Parts Catalog.

8.2 ETOPS Parts Identification

Although the CMP Document is the source document that defines the approved parts configuration for ETOPS compliancy, the IPC is used as the principal reference document by maintenance personnel to identify the approved C-32/C-40 ETOPS part configuration.

Component Illustrated Parts Catalogs (CIPC), used by depot level personnel as a supplemental reference document, also identifies the approved C-32/C-40 ETOPS part configuration. The system Configuration Management Plan (CMP) Document is periodically revised which may result in a change to the approved ETOPS configuration baseline. CMP configuration changes are accompanied by service bulletin announcement which the C-32/C-40 Fleet Support Contractor is contractually responsible for identifying, reviewing, and providing recommended actions to the SPO. Taking contractor’s recommendation into consideration, the SPO reviews and modifies the recommendation as determined and gains formal approval via the C-32/C-40 SARB Process. Approved SARB action(s) are implemented to comply with CMP revision where changes to the ETOPS part configuration baseline would be incorporated into the AIPC and parts provisioned to support. Maintenance personnel shall use the IPC to identify approved ETOPS configuration and replacement parts. Maintenance personnel are responsible for verifying parts and components are ETOPS approved parts configuration by cross checking the applicable IPC. The SPO is responsible for maintaining the AIPC which reflects the USAF approved configuration. The applicable OEM or STC holder is responsible for maintaining CIPCs and ensuring the ETOPS approved configuration is identified IAW the CMP. The CLS Contractor also monitors parts requisitions and ensures only approved ETOPS parts are issued IAW contract requirements.

8.2.1 Parts Control

All parts requests are forwarded to the CLS COMBS contractor to fill. All ETOPS parts are FAA certified parts. Prior to installation, all parts shall be verified by the part number as acceptable per the applicable IPC. If a part is not listed in the applicable IPC or cannot be verified as FAA approved, it cannot be installed on a C-32/C-40 aircraft.

8.2.2 Part Discrepancies/Waivers

If at any time, an ETOPS configuration non-compliance or ETOPS part discrepancy is identified, the non-compliance/discrepancy shall be corrected prior to flight. If corrective action is unknown or not supportable, contact the MOC to determine resolution. In all instances, the non-compliance/discrepancy shall be processed IAW the responsible MOC procedures. As

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appropriate, the MOC, SPO Engineering, and/or Fleet Support Contractor will investigate, identify the root cause of the discrepancy, and ensure corrective actions are implemented.