Module 7

Continued Surveillance

ICAO EDTO Workshop – Module 7 : Continued Surveillance

 Course Structure

Module 1 Module 2 Module 3

Course Introduction EDTO Foundation Approval Process

Module 4 Module 5 Module 6

Type Design & Reliability Flight Operations Maintenance
Considerations Considerations Considerations
Module 8
Module 7 Module 9
Implementing EDTO
Continued Surveillance Assessment
Regulations

Module 10 – Wrap Up
05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 2
 Objectives

At the end of this module, participants will

understand the shared responsibility of continued
surveillance of EDTO operations by manufacturers,
type design authorities, operators and national
authorities in charge of operational approval.

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 3

 EDTOM References
Doc 10085: Extended Diversion Time Operations (EDTO) Manual EDTOM
Chapter 1: 1.5 Continuity of EDTO Certification (Two Engine Aeroplanes)
1.6 Continuity of EDTO Authorization
Chapter 2: 2.2.3 EDTO Significant Systems
2.2.5 Continued Validity of EDTO Certification
Chapter 4: 4.6 EDTO Significant Systems
4.10 Reliability Programme
4.11 Propulsion System Monitoring
4.14 Engine Condition Monitoring Programme
4.15 Oil Consumption Monitoring Programme
4.16 APU In-flight Start Monitoring Programme

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 ICAO Annex References

Annex 6, Part 1 Operation of Aircraft

Section 8.5 Aeroplane Maintenance, Continuing Airworthiness
Information

Annex 8 Airworthiness of Aircraft

Section 4.2 Responsibilities of Contracting States in
respect to continuing airworthiness

Continuing Airworthiness is a Surveillance Function

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 5

 Other References
Doc 7300 Convention on International Civil Aviation
Article 83bis Transfer of certain functions and duties

Doc 8335 Manual of Procedures for Operations Inspection, Certification

and Continued Surveillance
Part IV Continuing Safety Oversight of the Operator by the State of the Operator

Doc 9734, Part A Safety Oversight Manual

Chapter 3 8 Critical Elements of Safety Oversight

Doc 9760 Airworthiness Manual

Chapter 5, 5.4 Continuing Surveillance for EDTO

Contracting State EDTO Surveillance and Reporting Requirements

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 6

 Module 7 - Outline

Part I Stakeholder Interfaces and Responsibilities

Part II Surveillance for EDTO Type Design & Reliability

Part III Surveillance for EDTO Operations

Part IV Practical Exercise

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 7

 Module 7 Review Question

Q7.1 Which ICAO Critical Element (CE) of a Safety

Oversight System requires Contracting States to conduct
Continued Surveillance?

– CE-3
– CE-4
– CE-7
– CE-2

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 Continued Surveillance Responsibility
Doc 9734: Safety Oversight Manual
Part A, Chapter 3: 8 Critical Elements (CEs) of a Safety Oversight System

Doc 9734

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 Continued Surveillance Responsibility
Annex 8, Section 4.2
Responsibilities of Contracting States in respect to continuing airworthiness

4.2.1 State of Design

4.2.2 State of Manufacture (when not the State of Design)
4.2.3 State of Registry
4.2.4 All Contracting States

Each Contracting State shall establish, in respect of aeroplanes over 5 700 kg and
helicopters over 3 175 kg maximum certificated take-off mass, the type of service
information that is to be reported to its airworthiness authority by operators, organizations
responsible for type design and maintenance organizations.
Procedures for reporting this information shall also be established.

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 10

 EDTO Continued Surveillance Interfaces

Type Design Operations

State of State of 83bis

State of
Design/Manufacture Registry Operator

OEMs Operators

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 Continued Surveillance Responsibility

Doc 8335, Part IV

Continuing Safety Oversight of the Operator by the State of the
Operator

1.1 Continuing safety oversight of an operator by the State of the Operator is inherent
in the system of certification. It is an essential part of the responsibility of a State to
ensure that the required standard of operation is maintained in order to provide a safe
and reliable commercial air transport service to the public.
Authority for this continuing process should be contained in the provisions of the basic
aviation law of the State.
State of
Operators
Operator

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 Continued Surveillance Responsibility
Doc 9760 – Part IV, Chapter 5
Airworthiness Requirements for Extended Diversion Time Operations
5.4 Continuing Surveillance
The State of the Operator should monitor all aspects of the operation it has
authorized in order to ensure that the level of reliability achieved in EDTO remains
at the necessary level and that the operation continues to be conducted safely. In
the event that an acceptable level of reliability is not maintained , that significant
adverse trends exist or that significant deficiencies are detected in the design or the
conduct of the operation, the State of the Operator should initiate a special
evaluation, impose operational restrictions , if necessary, and stipulate corrective
action….
State of
Operators OEMs
Operator

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 Continued Surveillance Responsibility

Annex 6, Part 1 - Section 8.5

Aeroplane Maintenance, Continuing Airworthiness Information
8.5.1 The operator of an aeroplane over 5700 kg maximum certificated take-off mass shall
monitor and assess maintenance and operational experience with respect to continuing
airworthiness and provide the information as prescribed by the State of Registry…
8.5.2 The operator of an aeroplane over 5700 kg maximum certificated take-off mass shall
obtain and assess continuing airworthiness information and recommendations available from
the organization responsible for the type design and shall implement resulting actions
considered necessary in accordance with a procedure acceptable to the State of Registry.

State of
Operators OEMs
Registry

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 Module 7 - Outline

Part I Stakeholder Interfaces and Responsibilities

Part II Surveillance for EDTO Type Design & Reliability

Part III Surveillance for EDTO Operations

Part IV Practical Exercise

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 Continuity of EDTO Approval
Section 1.5: Continuity of EDTO Certification EDTOM
(Two Engine Aeroplanes)

“The EDTO certification is not granted permanently. It is

submitted to a continued surveillance by the State of Design of
the in-service reliability of the worldwide fleet of the concerned
aircraft model/type.

The certified EDTO capability of the aircraft may therefore be

reduced, suspended or even revoked if no solution exists to a
major problem…”

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 Continued Surveillance Interfaces
EDTO Type Design Approval
State of Design Reporting Requirements
(e.g. 14 CFR § 21.4)

Type Design

State of
Design/Manufacture

Operational Experience (World Fleet)

OEMs Operators

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 EDTO Continued Reliability Monitoring
A/C Type EDTO Capability – Two Engine Aeroplanes
Aeroplane model approval for EDTO (Type Design Approval + Reliability demonstration)

Twin Engine Aeroplane Model In service

events
Not approved for EDTO

Manufacturer
Continued monitoring
Design review Reliability review of EDTO reliability by
State of design
Authority
EDTO Type Design and Reliability approval
CMP
TCDS CMP revisions or
EDTO ADs

Aircraft model approval

for EDTO

ICAO EDTO Workshop – Module 7 : Continued Surveillance Page 18

 EDTO Continued Reliability Monitoring
A/C Type EDTO Capability – Aeroplanes with more than 2 engines
Aeroplane model assessed for EDTO
In service
events

Aeroplane Model Continued monitoring

Not assessed for EDTO of in-service reliability
by State of design
Manufacturer Authority

Design review ADs

EDTO Capability based on time limitation of

relevant TLS

ICAO EDTO Workshop – Module 7 : Continued Surveillance Page 19

 EDTO Continued Surveillance
Type Design and Reliability
14 CFR § 21.4(a) - Early ETOPS Reporting Requirements
• IFSDs, except planned IFSDs performed for flight training.

• For two-engine airplanes, IFSD rates.

• Inability to control an engine or obtain desired thrust or power.

• Precautionary thrust or power reductions.

• Degraded ability to start an engine in flight.

• Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.

Event reporting required for a minimum of 250,000 in service engine hours

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 EDTO Continued Surveillance
Type Design and Reliability
14 CFR § 21.4(a) - Early ETOPS Reporting Requirements (cont’d)
• Turn backs or diversions for failures, malfunctions, or defects
associated with an ETOPS group 1 significant system.

• Loss of any power source for an ETOPS group 1 significant

system, including any power source designed to provide backup
power for that system.

• Any event that would jeopardize the safe flight and landing of the
airplane on an ETOPS flight.

• Any unscheduled engine removal for a condition that could result

in one of the reportable occurrences listed in this paragraph.

Event reporting required for a minimum of 250,000 in service engine hours

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 EDTO Continued Surveillance
Type Design and Reliability

14 CFR § 21.4(b)(1) – Reporting of two-engine airplane in-service

reliability

The holder of a type certificate for an airplane approved for ETOPS and the
holder of a type certificate for an engine installed on an airplane approved for
ETOPS must report monthly to their respective FAA type certificate holding
office on the reliability of the world fleet of those airplanes and engines…

…The responsible type certificate holder must investigate any cause of an

IFSD resulting from an occurrence attributable to the design of its product and
report the results of that investigation to its FAA office responsible for
administering its type certificate.

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 EDTO IFSD Monitoring
Type Design and Reliability

14 CFR § 21.4(b)(2) – World fleet IFSD rate for two-engine airplanes

EDTO Type Design Approval World Fleet IFSD Rate Target*

Up to and including 120-minutes  .05 per 1,000 engine hours

Up to and including 180-minutes

 .02 per 1,000 engine hours
(including 207-minutes)
Beyond 180-minutes
 .01 per 1,000 engine hours
(excluding 207-minutes)

* Based on a 12 month rolling average

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 23

 EDTO IFSD Monitoring
Type Design and Reliability
Type Design Reporting Example – IFSD Rates*

WP-911/RG3350-89
WP-911/RG3350-89

* Based on a 12 month rolling average

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 24

 EDTO Continued Surveillance
Type Design and Reliability
Type Design Reporting - EDTO Events

‘EDTO Relevant Event’ (Expanded WonderPlanes Definition)* ®

“Any system malfunction, degradation or other in-flight event, either technical

or non-technical, that requires the crew to make a decision whether to turn
back, divert or continue the flight under an increased level of alertness.”

* Most EDTO Relevant Events have non-technical causes such as weather,

passenger medical, bird strikes or other operational factors

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 EDTO Continued Surveillance
Type Design and Reliability
Type Design Reporting Example - EDTO Events*
WP-911/RG3350-89 EDTO 12 Months - Jan, 2018 to Jan, 2019
Events Summary EDTO Portion

188 reported EDTO

events out of 255,700
WP-911 EDTO Flights.
13 (7%) occurred in the
EDTO portion of flight

* WP-911 EDTO events are rare and usually occur outside the EDTO portion of flight

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 26

 EDTO Continued Surveillance
Type Design and Reliability
Type Design Reporting Example - EDTO Events*

WP-911/RG3350-89 EDTO 188 reported EDTO

Events Summary events out of 255,700
12 Months - Jan, 2018 to Jan, 2019 WP-911 EDTO Flights.
Less than 5% involved
an engine IFSD.

* WP-911 EDTO events are rare and usually not engine related

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 Module 7 - Outline

Part I Stakeholder Interfaces and Responsibilities

Part II Surveillance for EDTO Type Design & Reliability

Part III Surveillance for EDTO Operations

Part IV Practical Exercise

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 Continuity of EDTO Approval
Section 1.6: Continuity of EDTO Authorization EDTOM

“The EDTO authorization is not granted permanently. It is

submitted to a continued surveillance by the CAA of the
operator’s in service reliability (concerning the EDTO fleet of
aircraft).

The operator’s procedures and training for EDTO are required to

be maintained once an EDTO specific approval is issued.”

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 EDTO Continued Surveillance
Operations

• All aeroplanes
– Continued surveillance of EDTO operational programs is governed by the
basic operator surveillance provisions of the ICAO Annexes and related
Guidance Materials. These provisions are not unique to EDTO, but apply
equally to EDTO operations.
• Two engines aeroplanes
– The EDTO maintenance program includes specific monitoring and
reporting requirements to support continued surveillance of EDTO
operations.
• Aeroplanes with more than two engines
– EDTO maintenance program continued surveillance requirements are not
applicable.

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 EDTO Continued Surveillance Interfaces
EDTO Operations

Operations
State of State of State of
83bis
Design/Manufacture Registry Operator

OEMs Operators

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 EDTO Monitoring and Reporting
Two Engine Aeroplanes

• EDTO Significant Systems

• Oil Consumption
Monitoring

• Engine Condition
• APU In-flight Start Monitoring
Monitoring
• Propulsion System
Monitoring

• EDTO Reliability Programme

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 EDTO Reliability Program
Reporting Standards

The airline should establish the

list of events to be reported to
Airlines the authorities.

The EDTO Significant Systems List can be used as a guide

to help defining the events.

Examples

ICAO EDTO Workshop – Module 7 : Continued Surveillance Page 33

 EDTO IFSD Monitoring
Operations

Typical State established operator IFSD rate thresholds (14 CFR § 121.374(i))

EDTO Operational Approval Operator IFSD Rate Target*

Up to and including 120-minutes  .05 per 1,000 engine hours

Up to and including 180-minutes

 .03 per 1,000 engine hours
(including 207-minutes)
Beyond 180-minutes
 .02 per 1,000 engine hours
(excluding 207-minutes)

* Based on a 12 month rolling average

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 34

 EDTO IFSD Monitoring
Operations
Doc 9760 Section 5.4 - Continued Surveillance
5.4.2: Causes of engine in-flight shutdown or other engine/propulsion system problems
may be associated with design problems and/or maintenance and operation procedures
applied to the aeroplane.

It is important to identify the root cause of events so that the appropriate corrective
action is implemented. An operator should not be considered responsible for the
occurrence of a design-related event in its fleet. However, maintenance or operational
problems may be wholly or partially the responsibility of the operator. If an operator has
an unacceptable engine in-flight shutdown rate attributed to maintenance or operational
practices, then action tailored to that operator may be required by the State of the
Operator.

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 EDTO IFSD Monitoring
Operations

Doc 9760 Section 5.4 - Continued Surveillance (cont’d)

5.4.3: A high rate of engine in-flight shutdowns for a small fleet may be due to the
limited number of engine operating hours and may not be indicative of an unacceptable
rate. The underlying causes for such a jump in the rate will have to be considered by the
State.

5.4.4: The State of the Operator should alert the State of Design when a special
evaluation is initiated and provide for its participation independent of the determined
cause.

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 Module 7 - Outline

Part I Stakeholder Interfaces and Responsibilities

Part II Surveillance for EDTO Type Design & Reliability

Part III Surveillance for EDTO Operations

Part IV Practical Exercise

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 37

 Questions?

EDTO Workshop
End of Module 7 - Continued Surveillance

05/11/2019 ICAO EDTO Workshop – Module 7 : Continued Surveillance 38