ETOPS RECURRENT TRAINING

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 LION AIR GROUP

ETOPS
TECHNICAL TRAINING

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 REFERENCES
Manufacturer CMP
CMP Supplement

Maint. Program Guidelines

Configuration, Maintenance and Procedures Document (CMP)

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 REFERENCES
Batik Air ETOPS Technical Manual

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I

II

III
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AIRCRAFT APPLICABILITY
ETOPS DGCA APPROVED (90 minutes)
B737-800/900ER
 PK-LBG (MSN 38688) ( 120 minutes )
 PK-LBH (MSN 38730)
 PK-LBI (MSN 38743)
 PK-LBJ (MSN 38742)
 PK-LBW (MSN 39834)

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NOV. 05, 2018 REVISE 00 7
AIRCRAFT APPLICABILITY

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AIRCRAFT APPLICABILITY

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AIRCRAFT APPLICABILITY

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 ETOPS PART LISTS
On replacement of any unit, it is the responsibility of the ETOPS authorized
engineer to ensure that the requirements of the paragraphs below are
complied with.

Unit changes or parts replacement must be in accordance with the IPC and
CMP. Whether is doubt concerning part applicability, the IPC is to be
used as the governing document.

Before any component is installed it must be fully checked for compliance

with the IPC and ETOPS Parts List. See the Appendix A of ETM for the
B737NG ETOPS Part List (listed also on the following pages).

If no such suitable component is available, the aircraft must be downgraded to

NON-ETOPS category in accordance with Section 6.1 of the ETM.

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ETOPS PART LISTS (cont’d)

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ETOPS PART LISTS (cont’d)

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ETOPS PART LISTS (cont’d)

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ETOPS PART LISTS (cont’d)

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ETOPS PART LISTS (cont’d)

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NOV. 05, 2018 REVISE 00 18
 CONFIGURATION CONTROL
The airframe and engine configuration and modification standard will be maintained by
the Engineering in accordance with the B737-800/900ER CMP. The relevant Service
Bulletins will be reviewed and actioned by the appropriate Engineering Specialists.

Particular attention will be paid to modifications which improve the reliability of ETOPS
critical systems. Other modifications recommended by the Airframe and Engine
manufacturers will be assessed for any relevance in the ETOPS context and actioned
appropriately.

Any substitute or replacement engines must be investigated for compliance with the
CMP by the Powerplant Engineering, where necessary. Compliance with the CMP
must be confirmed prior to use of an engine on an ETOPS flight. Borrowed or
exchanged (pool items) units must be investigated, where necessary, by the
Engineering, or when required, by the MCC before they can be accepted and installed
on an ETOPS aircraft.

Installation of a NON-ETOPS component will result in the status of the aircraft being
downgraded to NON-ETOPS, in accordance with Section 6.1 of the ETM, until it is
replaced with an item approved per the CMP and IPC.

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CONFIGURATION CONTROL (cont’d)
Parts which may be installed on the aircraft are defined by the IPC. In addition to the IPC, parts
must be in compliance with the CMP which defines the minimum configuration standard for an
ETOPS aircraft. The ETOPS Part List provides the part numbers corresponding to the CMP
configuration requirements for all LRU’s.

Manager of Logistics will ensure that all parts procured for ETOPS comply with the requirements of
the IPC and the CMP. On each occasion that the CMP is revised, the Engineering will supply the
necessary revisions of the LRU ETOPS Part Numbers List to be used by the Batik Air.

When a pool Engine or APU is borrowed for an ETOPS aircraft the Manager of Logistics in
conjunction with the Engineering will ensure that it complies with the standard deemed necessary
by the CMP. If the required status of the Engine/APU cannot be confirmed, the aircraft must be
operated NON-ETOPS until the required standard can be confirmed or the Engine/APU modified.

A statement on the Engine/APU build up sheet or the DGCA (or manufacturer’s authority) form
from the Powerplant Engineering and the Manager of Logistics regarding the status of the Engine /
APU will be considered to be sufficient in the context of the requirements of Section 6.5 of this
manual.The following words shall be used in this statement “The modification status of this engine is
in compliance with the CMP”.

However, notwithstanding the above and with the exception of the basic Engine/APU the
responsibility of ensuring that parts installed comply with the LRU ETOPS Part Numbers List
remains with the ETOPS authorized engineer responsible for the aircraft.

NOV. 05, 2018 REVISE 00 20

WORKING ON DUAL / MULTIPLE
SIMILAR SYSTEM
Scheduled work on dual or multiple similar systems necessary for the safety of
the aircraft during the same maintenance visit (at the same time) should be
avoided if possible. This requirement results from concerns that a dual system
failure could be induced by the same maintenance error occurring
on both systems or by a batch discrepancy affecting the materials used.
Avoidance of such actions should be achieved by rescheduling planned
maintenance on one system, if rectification of the other similar system is
necessary.

If a situation arises where it is unavoidable to work on dual or multiple similar

systems at the same time, then either different technician must work on
each system, or the same technician works on both dual/similar systems
under direct supervision of a second qualified technician. Adequate checks
must then be completed, on each system, prior to the next ETOPS flight. This
may include a verification flight.

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WORKING ON DUAL / MULTIPLE
SIMILAR SYSTEM (cont’d)
At an outstation where only one ETOPS authorized engineer is available,
the work may be carried out by that person. However, prior permission
must be sought from the MCC at Main Base. The ETOPS authorized
engineer who carries out the work must contact the MCC and describe the
work carried
out in detail. When the MCC is satisfied that the work has been completed
properly, the aircraft may be released for an ETOPS flight. A record of all such
events must be kept at the MCC.

Dual or multiple similar systems affecting the safety of the aircraft include:
- Any of the essential engine systems, e.g. oil, fuel, air, engine control and basic
engine.
- Electrical power supply systems.
- Pneumatic power supply systems.
- Hydraulic power supply systems.
- Or any other dual or multiple similar systems essential for the safety of an
ETOPS airplane.
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WORKING ON DUAL / MULTIPLE
SIMILAR SYSTEM (cont’d)
DGCA AC 120-42 identifies two areas of Dual Maintenance that should be addressed :

1. Dual Maintenance on the "same" ETOPS Significant System can be described as

actions performed on the same element of identical, but separate ETOPS
Significant Systems during the same routine or non-routine maintenance visit.
Examples of this dual maintenance condition are; replacing the left and right
integrated drive generator; replacing the left and right oil filter; replacing the left and
right fuel filter. They are part of the same ATA chapter and affect redundancy
characteristics of the ETOPS system design.

2. Dual Maintenance on "substantially similar" ETOPS Significant Systems specifically

addresses maintenance actions on engine driven components on both engines.
An example of this dual maintenance condition is; replacement of the number one
integrated drive generator and the number two engine driven hydraulic pump. Both
are driven by the engine gearbox and have similar attach points and the error could
be applied to both engines. They are not in the same ATA chapter.

NOTE: Servicing of fluids and gases is not considered multiple maintenance action, but it
may adversely affect ETOPS operation if handled improperly.
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RELEASE OF THE AIRCRAFT
Prior to release of an aircraft for an ETOPS flight, the aircraft must meet all
the requirements in the MEL for ETOPS and must be in compliance with
the ETOPS configuration as defined by the CMP document. An ETOPS
maintenance program has been developed permitting the aircraft to be
released to operate ETOPS. The ETOPS Maintenance program shall consist
of the ETOPS Preflight check.
At main base the ETOPS Preflight check shall have been fulfilled and
certified. This check must be certified by an ETOPS authorized
engineer.
At an intermediate unscheduled destination where no ETOPS authorized
engineer is available the Flight Crews are permitted to carry out an
ETOPS departure check which shall consist of an ETOPS parameter
cockpit check, PT. BATIK AIR Operation Manual.
NOTE: The Flight Crew is not permitted to perform maintenance actions
to allow an aircraft ETOPS release unless the QC has issued a concession
or after received authorization from MCC.
At the ETOPS destination point, excluding main base, the ETOPS departure
check shall consist of the Preflight check sheet. An ETOPS authorized
engineer must certify these checks.

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ETOPS SIGNIFICANT SYSTEMS
Refer to DGCA AC 120-42 , ETOPS Significant System is an airplane system,
including the propulsion system, the failure or malfunctioning of which could
adversely affect the safety of an ETOPS flight, or the continued safe flight and
landing of an airplane during an ETOPS diversion.

ETOPS Significant Systems can be related to the number of engines, time

dependent, or specifically required for extended range operations.

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ETOPS SIGNIFICANT SYTEMS (cont’d)
ETOPS Significant System Criteria (two separate groups) is as follows:

Group 1 Systems

Group 1 Systems include any systems that relate to the number of engines on the
airplane and are important to the safe operation of the airplane on an ETOPS flight. The
following provides additional discriminating definitions of an ETOPS Group 1 Significant
System:

a. A system for which the fail safe/redundancy characteristic is directly linked to the
number of engines, e.g. hydraulic system, pneumatic system, electrical system.
b. A system that may affect the proper functioning of the engines to the extent that it
could result in an inflight shutdown or uncommanded loss of thrust, e.g., fuel system,
engine control or indicating system, or engine fire detection system.
c. A system which contributes significantly to the safety of an engine inoperative ETOPS
diversion and is intended to provide additional redundancy to accommodate the
system(s) lost by the inoperative engine. These include back-up systems such as an
emergency generator, Auxiliary Power Unit (APU), etc.
d. A system such as the anti-icing system, essential for prolonged operation at single-
engine altitudes.
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ETOPS SIGNIFICANT SYTEMS (cont’d)
Group 2 Systems

Group 2 Systems do not relate to the number of engines on the airplane, but are
important to the safe operation of the airplane on an ETOPS flight. The following
provides additional discriminating definitions of an ETOPS Group 2 Significant System:

a. A system for which certain failure conditions would reduce the capability of the
airplane or the ability of the crew to cope with an ETOPS diversion (e.g., navigation,
communication and equipment cooling).
b. A time-limited system, including such things as cargo fire suppression and oxygen if
the ETOPS diversion is oxygen system dependent.
c. A system whose failure would result in excessive crew workload for an ETOPS
diversion (e.g., flight control forces that would be exhausting for a maximum ETOPS
diversion, or system failures that would require continuous fuel balancing to ensure
proper CG).
d. A system specifically installed to enhance the safety of long-range operations and an
ETOPS diversion (e.g., Satellite Communication System, Global Positioning System).

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ETOPS SIGNIFICANT SYTEMS (cont’d)

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ETOPS SIGNIFICANT SYTEMS (cont’d)

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END OF SESSION ONE

THANK YOU

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RELIABILITY PROGRAM & EVENT
REPORTING
The ETOPS Reliability Control Program operates as part of the existing program, i.e.
Maintenance Reliability, Component Reliability - Systems in Alert, DMI monitoring. The
conditions under which the ALERT Program operates are contained in the Dispatch
Reliability report issued by Reliability Engineering.

Within the Reliability Control Program, special emphasis is placed on ETOPS reliability
through the following additional requirements.

(1) ALERT Notices are prominently identified as relating to ETOPS.

(2) The ETOPS Program is Service History through the issue of Reliability Monitoring
Report (RMR) which is prominently identified as relating to ETOPS. This RMR will
be specifically addressed at regular monthly Technical Review Group (TRG) meeting
or any urgent situation by Maintenance Planning, Quality Control, Aircraft &
Reliability Engineering, MCC, Material and Line Maintenance.

(3) A separate filing system for ETOPS reliability is retained at Reliability Engineering
offices. The files are readily accessible for examination.

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RELIABILITY PROGRAM & EVENT
REPORTING (cont’d)
(4) The following additional parameters are used primarily in the ETOPS program and
must report the following events within 72 hours of the occurrence to DGCA by
QC Department, using SDR.

a. In Flight Shutdown (IFSD), except planned IFSD performed for flight training.
b. Diversions and turn backs for failures, malfunctions and defects associated with
any airplane or engine system.
c. Un-commanded power or thrust changes or surges.
d. Inability to control the engine or obtain the desired power or thrust.
e. Inadvertent fuel loss or unavailability or uncorrectable fuel imbalance in flight.
f. Failure, malfunctions or defects associated with ETOPS significant systems.
g. Any event that would jeopardize the safe flight and landing of the airplane on an
ETOPS flight.

(5) The cause of each event above must be investigated. Any findings and a description
of corrective action must be submitted and accepted by the DGCA. The report
must include the information specified in CASR 121.703(e).

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RELIABILITY PROGRAM & EVENT
REPORTING (cont’d)
The propulsion system is monitored so that all in flight shutdowns (IFSD) are
recorded. A 12 month monthly average will be maintained with an alert or
trigger level of shutdowns in 1000 engine hours (.05 for a DT of 120 min or
.03 for a DT of 180 min).

Engine in flight shutdowns must be investigated on an individual basis. Within

30 days of exceeding the rates above must submit a report of investigation and
any necessary corrective actions taken to DGCA.

On rate calculation, engine hours of all engine installed on approved ETOPS

airplane will be counted and the rate could be driven by a single event. The
IFSD level is appropriately to assess the ETOPS fleet reliability. The individual
event, and its corrective action, must be examined to determine if it is specific
to the operating conditions and maintenance practices. If the event is not
specific to the operator, the world fleet rate must be used instead of the
operator’s rate.
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ENGINE CONDITION MONITORING
This monitoring consists of engine cruise performance monitoring. It is based
on short and long term performance trend analysis. This monitoring ensures
that engine limit margins are such that single engine diversions can be carried
out at maximum continuous power without exceeding approved engine limits.

Trends in Engine Performance are analyzed and actioned, if justified, and

coordinated with the MCC and Engineering.

The Condition Monitoring Program carried out by Powerplant Engineering and

GE Diagnostic, and will be run each normal working day and analyzed by the
Powerplant Engineering. They will review the output in accordance with
guidelines set by the Engine Manufacturer. If the program output shows any
shift or change outside the guidelines set, Powerplant Engineering must contact
MCC. They will carry out a detailed analysis and make any appropriate
recommendations.

In addition to the computerized monitoring, physical inspections such as chip

detector removal, borescoping, etc., will be used to ensure that the engine is in
a suitable condition for ETOPS.

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 ENGINE OIL CONSUMPTION
MONITORING
Oil consumption must be checked and recorded at every departure for ETOPS and NON-
ETOPS flights (each leg) in oil consumption rate monitoring log. Oil uplift must be recorded in
the AFML, oil consumption rate monitoring log and preflight check task card, and even if there is
none oil uplift it still should be recorded with 0.
An oil monitoring task is included as part of the Preflight check. Mechanics/Engineers at line
stations will transfer the data to MCC using the best available method (telephone, email, etc.).
An alert consumption rate is specified by calculation and compared with running average oil
consumption.
The oil consumption must be within the limits set out by the Engine Manufacturer before an
ETOPS flight. Normal oil consumption is less than 0.4 US quart/hour or 0.38 liters/hour or 0.1
gallon/hour. If the alert level is reached (0.5 quart/hour), the ETOPS authorized engineer
responsible for the aircraft must be advised by MCC and request authorization to release the
aircraft.
If the oil consumption shows a gradual increase, or the oil consumption shows a sudden step
increase, or the oil consumption is more than 0.8 US quart/hour (0.76 liters/hour or 0.2
gallon/hour); the authorized engineer must use the Fault Isolation Manual to find the cause for
this condition in conjunction with MCC and Powerplant Engineering if further investigation is
required to determine the serviceability and/or actions required to permit release of the
aircraft.
Table for the maximum engine oil consumption

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 APU OIL CONSUMPTION
MONITORING
Oil consumption must be checked and recorded at every departure for ETOPS and NON-ETOPS flights in oil
consumption rate monitoring log. An oil monitoring task is included as part of the Preflight check.
The oil consumption must be within the limits defined on the Preflight check before an ETOPS flight. Refer to
below graphics (AMM 49-11-00) for the APU oil consumption limit. Mechanic/Engineer at line stations will
transfer the data to MCC using the best available method (telephone, email, etc.). An alert consumption rate is
specified by calculation and compared with running average oil consumption. The oil consumption may not
exceed the manufacturer’s recommendation. If the alert level is reached, the ETOPS authorized engineer
responsible for the aircraft must be advised by MCC and request authorization to release the aircraft.
MCC on finding of an oil consumption alert level must perform an investigation in conjunction with the
Powerplant Engineering to determine the serviceability and/or actions required to permit release of the aircraft.
MCC authorization permitting release of the aircraft and the oil level consumption must be noted in the AFML
by the ETOPS authorized engineer.

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OIL CONSUMPTION RATE CALCULATION - EXAMPLE

Oil Consumption Rate = Oil Uplift

Flight Time Since Last Uplift
= 1 quarts
3 hours
= 0.3 qrt/hrs  still within limit

NOV. 05, 2018 REVISE 00 38

03.53 + 04.03 + 04.08 = 12.04 hours

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 B 737-900 ER
PK-LBG
38688

21 FEB 2018 MAA 0 0 M-249 0 0 M-249

22 FEB 2018 KUL 0 0 M-249 0 0 M-249
22 FEB 2018 MAA 1 0.08 1 0.08
M-249 M-249

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OIL CONSUMPTION MONITORING
PROCEDURES
Maintenance procedures:
◦ Check ground under engine for no oil puddles.
◦ Engine oil quantity will be checked using the common display system (CDS). Oil should be
added not less than 5 minutes and no greater than 60 minutes after engine shutdown while
the oil in the tank is still warm. The oil tank should be serviced on a regular basis such that
the oil level indication, with the engine not running, is equal to or below 90 percent full or
18.00 U.S. quarts (ref AMM 12-13-11 paragraph 2.G.(1)). Ensure the oil level is greater than
90 percent but lower than 100 percent full prior to departure. The oil uplift will be recorded
on the inbound log book page. If oil was serviced on arrival, and aircraft does not fly
immediately, no additional oil service is required when the ETOPS pre-flight check is
accomplished provided the engine oil quantity reads above 90% on common display system.
◦ APU oil quantity can be examined by two procedures, uses the APU BITE and uses the oil
sight glass on the aft side of the APU gearbox. When dry, APU oil capacity is approximately
8.8 quarts, after the APU oil lines and oil cooler are filled, the gearbox sump holds
approximately 5.7 quarts (FULL level). The ADD level is approximately 4.0 quarts and LOW
level is below 4.0 quarts. Refer to AMM 12-13-31 for the detail procedures on how to
inspect the APU oil level.
◦ Record the amount of oil added to the nearest pint (even if zero) in the space provided on
the inbound AFML page and the ETOPS pre-flight check. The oil consumption will be
calculated by the Engineer then sign-off ETOPS pre-flight check and the airworthiness
release. The Engineer will then record the oil consumption rate in the oil consumption
monitoring form attached to the AFML and report it to the MCC prior aircraft departure.
NOTE: If engine oil is checked separately from the ETOPS pre-flight check (overnight or
extended ground stay) an entry must be made in the defects block of the AFML stating –
for example- “arrival oil service required.” On the corresponding ACTION TAKEN block,
the balancing entry will be: “Both engines oils serviced to 90% and APU oils serviced to full”
and a normal signature. No entry is required if engine oils are checked in conjunction with
the ETOPS pre-flight check.
NOV. 05, 2018 REVISE 00 41
PRE-DEPARTURE SERVICE CHECK
Prior to departure of an airplane on an ETOPS flight, an ETOPS pre-departure
check is required. ETOPS pre-departure check shall mean the Preflight check.
Preflight check will be performed in every departure of ETOPS flight. An ETOPS
preflight check (B789-05-999-01-01-BTK) must be performed within 3 hours of
scheduled departure.
It will be performed and signed off only ETOPS authorized Engineer. The ETOPS
preflight check includes checks of AFML, Engine/APU oil service, hydraulic fluid
added, IDG oil level, and an aircraft walk-around check. ETOPS preflight checklist
are available at Maintenance stations and onboard each aircraft.
The Engineer who performs ETOPS preflight check must completely fill in and sign
off the checklist, and record the Engine and APU oil added, flight time, APU hours as
well as the oil consumption rate into the Oil Consumption Rate Monitoring Log.
Then contact MCC and provide this information as well as any logbook
discrepancies, by phone or other means of communication. This must be
accomplished prior to aircraft being released for an ETOPS flight.
MCC will enter the oil added information into oil consumption log and calculate the
oil consumption. MCC will ensure that the oil consumption for each engine and
APU is within limits. In addition MCC will ensure that the aircraft has not been
removed from ETOPS service, the MCC will release the aircraft for ETOPS flight.
The engineer will then sign the aircraft release section of the AFML.

NOV. 05, 2018 REVISE 00 42

RECTIFICATION OF DISCREPANCIES

All technical discrepancies, which affect the ETOPS serviceability of the aircraft, shall be reported to MCC and
must be rectified before the next ETOPS flight; otherwise, either the aircraft will be dispatched with the
diversion time permitted by the MEL and as indicated in the AFML, or the aircraft must be downgraded to
NON-ETOPS. The affected system or component must be verified and rectified by a relevant ground or function
test or verification flight as defined below.
If the same discrepancy occurs in two consecutive flights the aircraft will not be released for ETOPS until the
system has been checked serviceable in a NON-ETOPS sector or flight..
Care should be taken during trouble shooting not to carry out work on dual or multiple similar systems.
Swapping of components between systems would constitute work on dual or multiple similar systems and shall
be dealt with in accordance with Section 6.11 of the ETM.
The ETOPS authorized engineer responsible for the aircraft must initiate verification action where necessary. If
assistance is required to determine the content of a verification check, the MCC shall be contacted.
MCC will determine if a verification flight is required. If a verification flight is required, MCC will notify Mission
Control/Operation Control Center.
Aircraft discrepancies reported on systems that are significant to ETOPS flights must be reported to MCC, and
fully investigated and rectified by an ETOPS authorized engineer before the next ETOPS flight.
ETOPS significant systems are identified in Appendix C of the ETM. All malfunctions or degradations in any of
these systems are subject to the problem investigation, corrective action and follow up procedures of the
ETOPS event oriented reliability program and the verification of maintenance action requirements.
A significant discrepancy is one which would prevent the aircraft being dispatched on an ETOPS flight per MEL.
Discrepancies in this category must be verified, rectified and certified before further ETOPS may be carried out.
Certification will be carried out by the ETOPS authorized engineer responsible for the aircraft. Verification
action will be initiated by the ETOPS authorized engineer responsible for the aircraft in conjunction with the
appropriate specialists.

NOV. 05, 2018 REVISE 00 43

RECTIFICATION OF DISCREPANCIES (cont’d)
Rectification may be verified by:
(a) Specified ground checks, i.e. system or function checks with the aircraft on the ground.
(b) A NON-ETOPS flight.
NOTE: This may be a revenue flight or flight crew training flight.
(c) An aircraft may be released on an ETOPS flight subject to verification and monitoring of an outstanding
rectification during the first 60 minutes of the flight before reaching the ETOPS sector entry point (this
is only possible if ETOPS Entry Point is farther than 60 minutes from point of departure).
(d) A specific verification test flight.
NOTE: This may be necessary when items (b) and (c) stated above not possible.

Discrepancies which occur only during flight and/or which are intermittent in nature and cannot be verified per (a) above
require verification per (b), (c) or (d) as stated above. Examples of such discrepancies include: engine internal oil leaks,
vibration, surging in the power plant, flight control discrepancies -including autopilot, cabin pressurization discrepancies or
any other discrepancy which cannot be reproduced and verified on the ground.
Verification per (b), (c), or (d) above is also required for the following:
◦ Following an engine change.
◦ Alter an engine fuel or oil system breakdown or major component change.
All verification flight must be approved by MCC.
In the event of a discrepancy, related to a significant system, occurring on consecutive 2 flights the aircraft may not be
released on an ETOPS flight until it has subsequently completed a NON-ETOPS flight without the discrepancy recurring.
If verification flight fails for same discrepancy, aircraft must be downgraded to NON-ETOPS status. Aircraft cannot be
upgraded until a satisfactory verification flight has been flown.
If verification action is to be carried out as described in (c) above, the rectification must be certified in the log and the
following statement added: “Aircraft certified for ETOPS subject to verification of (system / component, etc.) in the first
60 minutes of flight”. The flight crew should be contacted via the Mission Control/Operation Control Center at least 1
hour before departure to get their agreement and to allow a suitable flight plan to be filled.
For dispatch, MCC must inform Mission Control/Operation Control Center the aircraft status.

NOV. 05, 2018 REVISE 00 44

RECTIFICATION OF DISCREPANCIES (cont’d)

Verification Flight Procedures

Engineer
The Engineer will make a statement in the defects block of the outbound log page, similar to:
“Aircraft requires verification flight due to (reason for verification),” and any details. The
Engineer will also brief the outbound flight crew to ensure that they understand the purpose of
the verification flight, any restrictions, and the criteria that will validate that the maintenance
action was successful. In all cases the flight crew should be aware of:
◦ All maintenance actions, which generated the verification flight.
◦ Any flight restriction.
◦ The criteria that will verify that the maintenance action was successful.

Flight Crew
The Captain shall review the logbook prior to departure of the verification flight. The Captain
will not enter ETOPS airspace without verifying operation of the affected system. Prior to
entering ETOPS airspace, the flight crew will verify that the affected item of equipment functions
properly and will make an aircraft logbook entry stating that the verification has been
accomplished. Then the flight crew will notify Aircraft Dispatcher and Maintenance Control
Center. All will jointly agree that the flight can enter ETOPS. The entry shall be made in the
“action taken” column adjacent to the request for verification.
If the verification flight is not successful the flight crew will make an entry in the aircraft logbook
stating any discrepancies in the DEFECT(S) block. The flight crew will notify Aircraft Dispatcher
and Maintenance Control Center of an unsuccessful verification. If verification flight fails and the
aircraft is flying an ETOPS route the aircraft must not enter ETOPS airspace.

NOV. 05, 2018 REVISE 00 45

Centralized MCC (CMCC)
 CMCC is a requirement in most ETOPS
regulation throughout the world, including
Indonesia, however, AMC (EASA) does
not make a CMCC a requirement
 The objective of CMCC is to manage the
day to day ETOPS program, monitoring all
ETOPS airplanes and to ensure that
ETOPS flight was not dispatched without
proper maintenance action

NOV. 05, 2018 REVISE 00 46

CONTROL THE AIRCRAFT ETOPS
STATUS
The “ETOPS” status of the aircraft must be indicated to the Flight Crew prior to each flight. For
this purpose (Aircraft Flight & Maintenance Log) AFML Form No. BA-TF-02-04 (B737-
800/900ER) which accommodate the ETOPS status have been provided for it.
If the MEL cannot be complied with for ETOPS, or if the aircraft configuration does not comply
with Sections 6.9 and 6.10 of the ETOPS Technical Manual (ETM), the “NON-ETOPS” status of
the aircraft must be indicated in the Aircraft Flight & Maintenance Log sheet. The discrepancy
should be entered as a deferred discrepancy in the DMI and the “NON-ETOPS’ status listed on
the AFML sheet.
To upgrade the aircraft to ‘ETOPS”, all the ETOPS critical deferred discrepancies must be
rectified to be in compliance with the ETOPS MEL and/or the aircraft configuration is in
compliance with Sections 6.9 and 6.10 of the ETM. The DMI must be cleared and the “ETOPS”
status listed on the AFML sheet.
The changing of the aircraft ETOPS status to “ETOPS / NON-ETOPS” must be carried out by
the ETOPS authorized engineer responsible for the aircraft and, approved by MCC prior to
aircraft release for service.
The changing of the aircraft ETOPS status to ‘ETOPS/NON-ETOPS” away from main base by a
Third Party organization may only be permitted on receipt of MCC authorization.The ETOPS
status change must be recorded on the AFML and shall be carried out by the ETOPS authorized
engineer responsible for the aircraft release for service.
The changing of the aircraft ETOPS status to “NON-ETOPS” away from main base by the Flight
Crew when an ETOPS authorized engineer is not available may only be permitted on receipt of
MCC authorization or QC concession. The Flight Crew prior to the aircraft release for service
must record the ETOPS status change on the AFML.

NOV. 05, 2018 REVISE 00 47

DOWNGRADING FROM ETOPS
While operating in an ETOPS configuration, there may be instances when the aircraft must be downgraded.
Some examples of instances that can cause the aircraft to be downgraded are:
◦ MEL items restricting ETOPS operations. (Downgrade to NON-ETOPS).
◦ Installation of NON-ETOPS approved parts (Downgrade to NON-ETOPS).
◦ APU CT5ATP is 633o C or more (Boeing CMP Par. 2.4 Part D) .
◦ When an aircraft has been restricted by MCC, Maintenance Engineering, or Reliability Engineering.
In the event that an aircraft incurs one or more of the instances listed above or any other action that would
require the aircraft to be downgraded from ETOPS, the following will take place:
1. Engineer informs MCC of a significant system problem (quoting the exact discrepancy from the AFML) or
Planning and Tech. Services Manager alerts MCC that an aircraft must be downgraded due to alerts from
Reliability Engineering.
2. Engineer records all the pertinent data relating to the cause of the downgrade in the TRAX program which
have capabilities to track and reference this event. (upon initial notice of an ETOPS downgrade MCC will notify
Mission Control/Operation Control Center).
3. If there is a discrepancy on the inbound flight that cannot be corrected and requires a deferral with ETOPS
restrictions, or a NON-ETOPS part was installed, the Engineer will state in the next available block of the AFML
“AIRCRAFT REQUIRES DOWNGRADE FROM ETOPS” due to (reference the AFML page and block of the
original discrepancy). On the corrective action block the Engineer will state “AIRCRAFT DOWNGRADED TO
NON-ETOPS OPERATION”.The Engineer will also check the “NON-ETOPS” block of the outbound log page.
4. If the aircraft is to be downgraded due to an alert from the Reliability Engineering, the Engineer will state the
reason of the downgrade in the discrepancy block of the AFML and the name of department and name of the
person who initiated the request. The Engineer will state in the next available block of the AFML “AIRCRAFT
REQUIRES DOWNGRADE FROM ETOPS” due to (reference the AFML page and block of the original
discrepancy). On the corrective action block the engineer will state “AIRCRAFT DOWNGRADED TO NON-
ETOPS OPERATION”.The Engineer will also check the “NON-ETOPS” block of the outbound log page.
5. Upon completion of this procedure the Engineer will complete the ETOPS pre-flight check and relay all
pertinent information to MCC.
6. If there is any added Engine and/or APU oil, oil consumption rate to be entered in the oil consumption
monitoring form along with Engine and/or APU hours.
7. Upon completion of oil consumption monitoring form, the MCC will alert Mission Control/Operation
Control Center that the aircraft is not ready for ETOPS operation.

NOV. 05, 2018 REVISE 00 48

NOV. 05, 2018 REVISE 00 49
NOV. 05, 2018 REVISE 00 50
UPGRADING TO ETOPS
An aircraft may be returned to ETOPS operations once all discrepancies that caused the downgrade
have been corrected.
1. The Engineer will input the original discrepancy for the downgrade in the AFML defects block.
On the corresponding action taken block the Engineer will identify what action was taken to
correct the discrepancy.
2. The Engineer will inform MCC of the above action taken.
3. MCC/Engineer will check the ETOPS status by TRAX for any other discrepancies that would
keep the aircraft downgraded from ETOPS operations.
4. If there is more than 1 discrepancy that would keep the aircraft from ETOPS operation, MCC
will not clear the ETOPS status.
5. If there is only 1 discrepancy that is causing the ETOPS downgrade and the aircraft engineer has
corrected the discrepancy, MCC/Engineer now can clear the ETOPS status in the AFML. MCC
will contact Mission Control/Operation Control Center that the aircraft is now ready for ETOPS
operation.
6. The Engineer will reference the original logbook page that the downgrade was inputted on in the
next available defects block of the AFML. The corresponding action taken block shall read
“Aircraft returned to ETOPS operation” jointly with the description of the actions performed to
regrade the aircraft ETOPS status.
7. Reliability Engineering will track the downgrade/upgrade history of the aircraft.

NOTE: There may be more than 1 discrepancy that causes an aircraft to be downgraded from
ETOPS operation.
NOTE: Only ETOPS qualified Engineers may return an aircraft to ETOPS operation.
NOV. 05, 2018 REVISE 00 51
NOV. 05, 2018 REVISE 00 52
OIL CONSUMPTION RATE MONITORING LOG

NOV. 05, 2018 REVISE 00 53

OIL CONSUMPTION RATE MONITORING LOG (cont’d)

NOV. 05, 2018 REVISE 00 54

OIL CONSUMPTION RATE MONITORING LOG
(cont’d )

Incorrect form and filling procedure

NOV. 05, 2018 REVISE 00 55
SUMMARY
1. PDSC is mandatory prior to departure of ETOPS flight. All step on the PDSC must be
performed, and recorded in the TC, especially step for oil servicing and calculating the rate
of consumption on both engine and APU. Only ETOPS Authorized Engineer who can
performed and signed of the PDSC.
2. For the ETOPS approved aircraft, the oil consumption rate monitoring log must be filled
and completed before each flight, regardless ETOPS or NON-ETOPS flight.
3. In case of any part replacement, the IPC and CMP (ETOPS Part List) are the main
reference. Any deviation from either IPC or CMP, then the aircraft considered as
DOWNGRADE FROM ETOPS and the status must be written onto AFML : AIRCRAFT
DOWNGRADE TO NON-ETOPS. If this condition has been rectified, the part was
replaced in accordance with the IPC and CMP then the aircraft considered RETURNED
TO ETOPS and the current status must stated in the AFML : AIRCRAFT READY FOR
ETOPS / AIRCRAFT RETURNED TO ETOPS / AIRCRAFT UPGRADE TO ETOPS.
4. In case of any DMI on ETOPS Significant Systems, the aircraft considered as
DOWNGRADE TO NON-ETOPS until the DMI is cleared and closed then the aircraft
can be RETURNED TO ETOPS. Again, the status changes from ETOPS/NON-ETOPS vv
must be stated in the Tech Log and signed off by ETOPS Authorized Engineer.
5. Prior to release the aircraft for ETOPS flight, the Authorized Engineer must report/contact
MCC reporting the aircraft ETOPS status, oil consumption rate and any maintenance
action that has been taken by any means of communication
(phone/messages/SATCOM/etc.)
6. CMCC is a requirement in DGCA ETOPS regulation, they job is to manage the day to day
ETOPS program, monitoring all ETOPS aircraft and to ensure that ETOPS flight was not
dispatched without proper maintenance action

NOV. 05, 2018 REVISE 00 56

THE END

NOV. 05, 2018 REVISE 00 57