I know what ETOPS is in real life (Southwest ordered -800s equipped with ETOPS, yay!) but in the NGX, there is an option to turn it on or off. What does it add? More range like in real life?

ETOPS doesn't add range it certifies an aircraft for extended ops from an alternate airport

ETOPS doesn't add range it certifies an aircraft for extended ops from an alternate airport

Alternate?

I'm not the best person to explain this, but ETOPS doesn't add range to the aircraft's performance. Being ETOPS certified means that an especific twin-engine airplane can operate under extended single engine operations. For example: an ETOPS-180 Boeing 737 is certified to fly through areas where it would be up to 180 minutes away from the closest suitable alternate airport should an engine fail during flight. There are 737s certified for ETOPS, but not all of them are. An ETOPS certificate is given to an aircraft equiped with specific equipment that will guarantee the safe operation and give enough endurance (not only fuel wise) for the airplane to reach a suitable airfield with only one engine working. You can choose between ETOPS and non-ETOPS in the NGX. That'll only make some equipment changes. Search "ETOPS" in the introduction manual. Pretty much everything you need to know about what changes in the NGX is explained there.

Edited December 12, 201114 yr by barfra1995

I'm not the best person to explain this, but ETOPS doesn't add range to the aircraft's performance. Being ETOPS certified means that an especific twin-engine airplane can operate under extended single engine operations. For example: an ETOPS-180 Boeing 737 is certified to fly through areas where it would be up to 180 minutes away from the closest suitable alternate airport should an engine fail during flight. There are 737s certified for ETOPS, but not all of them are. An ETOPS certificate is given to an aircraft equiped with specific equipment that will guarantee the safe operation and give enough endurance (not only fuel wise) for the airplane to reach land with only one engine working. You can choose between ETOPS and non-ETOPS in the NGX. That'll only change some equipments. The introduction manual should give some explanations on what this feature changes in the NGX.

OH! I understand now! I'm going to take a look at that intro. again. It's been a while since because when SP1 came out there was a glitch on the .pdf that only showed 18 pages. Thank you!

ETOPS is extended range operations. Under the current rule, without ETOPS certification, no twin engine aircraft can fly beyond 60 minutes from a suitable airport.With ETOPS, you can fly up to 180 minutes or higher.All Boeing aircraft are ETOPS capable from delivery. It is up to the carrier to decide to seek this certification.ETOPS puts a much higher standard on all parts used on the aircraft from a maintenance standpoint. The carrier must implement an ETOPS maintenance program that has many levels of oversight and parts control. Non-ETOPS certified parts CANNOT be put on an ETOPS aircraft, for example.Also, any mechanic that does any service on an ETOPS certified aircraft must be ETOPS qualified otherwise the aircraft drops out of being able to fly on ETOPS routes.I have simplified this alot and only hit the highlights but hopefully you get the idea.From a pilot's perspective, there is no difference in a non-ETOPS vs an ETOPS capable aircraft.Just a side note, the 737 series ETOPS aircraft must run the APU throughout the entire flight to serve as an alternate source of generator. Obviously, to run an APU for an entire LAX-Hawaii flight would require above standard parts.

ETOPS is extended range operations. Under the current rule, without ETOPS certification, no twin engine aircraft can fly beyond 60 minutes from a suitable airport.With ETOPS, you can fly up to 180 minutes or higher.All Boeing aircraft are ETOPS capable from delivery. It is up to the carrier to decide to seek this certification.ETOPS puts a much higher standard on all parts used on the aircraft from a maintenance standpoint. The carrier must implement an ETOPS maintenance program that has many levels of oversight and parts control. Non-ETOPS certified parts CANNOT be put on an ETOPS aircraft, for example.Also, any mechanic that does any service on an ETOPS certified aircraft must be ETOPS qualified otherwise the aircraft drops out of being able to fly on ETOPS routes.I have simplified this alot and only hit the highlights but hopefully you get the idea.From a pilot's perspective, there is no difference in a non-ETOPS vs an ETOPS capable aircraft.Just a side note, the 737 series ETOPS aircraft must run the APU throughout the entire flight to serve as an alternate source of generator. Obviously, to run an APU for an entire LAX-Hawaii flight would require above standard parts.

Hmm wouldn't this cause increased fuel burn?

Hmm wouldn't this cause increased fuel burn?

very much so...about an average of 100 lbs an hour. All ETOPS 737's must demonstrate they can still safely carry enough fuel to account for this. They also must do APU reliability checks at specific intervals to prove its operation if they use that aircraft on non-ETOPS routes. This usually means starting the APU at cruise after it has been cold soaked and then logged in the maintenance records.

Yes it would. Another factor to consider.Parts themselves are not different. Don't know where you got that from. There is some technical dispatching requirements for an ETOPS aircraft vs a non-ETOPS one, but it's not like one part is higher quality han the other. All aircraft are maintained to a standard (it's called airworthiness). You are correct though there is some tracking and other associated stuff that needs to happen when it comes to maintenance. Obviously things that are required for a ETOPS dispatch (example: the APU) can not be differed as they would on a unit just running domestic milk runs between hubs.But it's not like an ETOPS aircraft is shiny or better maintained than a non-ETOPS one.

Yes it would. Another factor to consider.Parts themselves are not different. Don't know where you got that from. There is some technical dispatching requirements for an ETOPS aircraft vs a non-ETOPS one, but it's not like one part is higher quality han the other. All aircraft are maintained to a standard (it's called airworthiness). You are correct though there is some tracking and other associated stuff that needs to happen when it comes to maintenance. Obviously things that are required for a ETOPS dispatch (example: the APU) can not be differed as they would on a unit just running domestic milk runs between hubs.But it's not like an ETOPS aircraft is shiny or better maintained than a non-ETOPS one.

So, if parts are no different, then why would airlines spend months and millions of dollars to build up stores of ETOPS certified parts and implement a maintenance program, and train all mechanics that no non-ETOPS parts can be placed on a current ETOPS aircraft?You are wrong....ETOPS parts are different. They are held to a higher standard than non-ETOPS. A major part of obtaining ETOPS certification is identifying all "critical components" of your aircraft and then showing that those components will only be replace with ETOPS certified parts by ETOPS certified mechanics.ETOPS aren't "better" maintained than non-ETOPS, they are maintained very "differently"....thus the whole purpose of an ETOPS PDC or pre-departure check.

Dude, im not disagreeing with you, like I said above, you are correct that they do require different tracking etc.I just didn't want people to think that an ETOPS certed. APU compressor vane assembly is magically physically different than another one, but rather subjected to unique inspection an maintenance tracking and requirements.Just don't want people thinking that one aircraft is maintained better than another.Things maybe different in Canada where most me knowledge comes from though so whatever.I myself really don't have any experience maintaining ETOPS aircraft nor any training in it though, so I'll differ to your judgement.

Dude, im not disagreeing with you, like I said above, you are correct that they do require different tracking etc.I just didn't want people to think that an ETOPS certed. APU compressor vane assembly is magically physically different than another one, but rather subjected to unique inspection an maintenance tracking and requirements.Just don't want people thinking that one aircraft is maintained better than another.Things maybe different in Canada where most me knowledge comes from though so whatever.

Sorry, I did come off too strong.This is just what I do for a living and have spent the last 6 months working hand in hand with an airline who is seeking 180 minute ETOPS on all their 737's.

Cool no worries. My bad too.Just did a read through of this -> http://www.tc.gc.ca/eng/civilaviation/publications/tp6327-tp6327v07-chapter4-menu-5477.htmSums up most of the maintenance stuff aboot ETOPS I anyones interested.

For the NGX, the ETOPS option adds both the dual battery and cargo fire suppression option.Now, in real life it would also require the installation of the dual overhead life raft compartments. Other then the ETOPS certified aircraft and its parts, it also requires an ETOPS certified crew and dispatch program as there are several ETOPS required items involved in the flight plan.

Just a side note, the 737 series ETOPS aircraft must run the APU throughout the entire flight to serve as an alternate source of generator. Obviously, to run an APU for an entire LAX-Hawaii flight would require above standard parts.

You don't have to run the APU the whole flight, just the ETOPS portion. Hopefully the APU On Demand programs will be certified. It's up to the airline if they want to run the APU prior to the EEP.