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Federal Aviation Regulation Appendix K to Part 25 - Extended Operations (ETOPS)
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Appendix K to Part 25 — Extended Operations (ETOPS)
(c) Engine oil tank design. The engine oil tank filler cap must comply with §33.71(c)(4) of this chapter.
(d) Airplane systems assessment. The applicant must conduct an airplane systems assessment. The applicant must show that the airplane systems comply with §25.1309(b) using available in-service reliability data for ETOPS significant systems on the candidate airplane-engine combination. Each cause or potential cause of a relevant design, manufacturing, operational, and maintenance problem occurring in service must have a corrective action or actions that are shown to be effective in preventing future occurrences. Each corrective action must be identified in the CMP document specified in section K25.1.6 of this appendix. A corrective action is not required if the problem would not significantly impact the safety or reliability of the airplane system involved. A relevant problem is a problem with an ETOPS group 1 significant system that has or could result in, an IFSD or diversion. The applicant must include in this assessment relevant problems with similar or identical equipment installed on other types of airplanes to the extent such information is reasonably available.
(b) Propulsion system design. (1) The engine used in the applicant's airplane design must be approved as eligible for Early ETOPS in accordance with §33.201 of this chapter.
(d) Propulsion system validation test. (1) The installed engine configuration for which approval is being sought must comply with §33.201(c) of this chapter. The test engine must be configured with a complete airplane nacelle package, including engine-mounted equipment, except for any configuration differences necessary to accommodate test stand interfaces with the engine nacelle package. At the conclusion of the test, the propulsion system must be—
(ii) Completely disassembled and the propulsion system hardware inspected to determine whether it meets the service limits specified in the Instructions for Continued Airworthiness submitted in compliance with §25.1529.
(g) Airplane demonstration. For each airplane-engine combination to be approved for ETOPS, the applicant must flight test at least one airplane to demonstrate that the airplane, and its components and equipment are capable of functioning properly during ETOPS flights and diversions of the longest duration for which the applicant seeks approval. This flight testing may be performed in conjunction with, but may not substitute for the flight testing required by §21.35(b)(2) of this chapter.
(h) Problem tracking and resolution system . (1) The applicant must establish and maintain a problem tracking and resolution system. The system must:
(i) Contain a process for prompt reporting to the responsible FAA aircraft certification office of each occurrence reportable under §21.4(a)(6) encountered during the phases of airplane and engine development used to assess Early ETOPS eligibility.
(i) Acceptance criteria . The type and frequency of failures and malfunctions on ETOPS significant systems that occur during the airplane flight test program and the airplane demonstration flight test program specified in section K25.2.2(g) of this appendix must be consistent with the type and frequency of failures and malfunctions that would be expected to occur on currently certificated airplanes approved for ETOPS.
K25.2.3. Combined service experience and Early ETOPS method .
K25.3. Airplanes with more than two engines .
K25.3.1 Service experience method .
(a) Service experience . The world fleet for the airplane-engine combination must accumulate a minimum of 250,000 engine-hours. The FAA may reduce this number of hours if the applicant identifies compensating factors that are acceptable to the FAA. The compensating factors may include experience on another airplane, but experience on the candidate airplane must make up a significant portion of the total required service experience.
(b) Airplane systems assessment . The applicant must conduct an airplane systems assessment. The applicant must show that the airplane systems comply with the §25.1309(b) using available in-service reliability data for ETOPS significant systems on the candidate airplane-engine combination. Each cause or potential cause of a relevant design, manufacturing, operational or maintenance problem occurring in service must have a corrective action or actions that are shown to be effective in preventing future occurrences. Each corrective action must be identified in the CMP document specified in section K25.1.6 of this appendix. A corrective action is not required if the problem would not significantly impact the safety or reliability of the airplane system involved. A relevant problem is a problem with an ETOPS group 1 significant system that has or could result in an IFSD or diversion. The applicant must include in this assessment relevant problems with similar or identical equipment installed on other types of airplanes to the extent such information is reasonably available.
(c) Airplane flight test . The applicant must conduct a flight test to validate the flightcrew's ability to safely conduct an ETOPS diversion with an inoperative engine and worst-case ETOPS significant system failures and malfunctions that could occur in service. The flight test must validate the airplane's flying qualities and performance with the demonstrated failures and malfunctions.
K25.3.2 Early ETOPS method .
(a) Maintenance and operational procedures . The applicant must validate all maintenance and operational procedures for ETOPS significant systems. The applicant must identify, track and resolve any problems found during the validation in accordance with the problem tracking and resolution system specified in section K25.3.2(e) of this appendix.
(b) New technology testing . Technology new to the applicant, including substantially new manufacturing techniques, must be tested to substantiate its suitability for the airplane design.
(c) APU validation test . If an APU is needed to comply with this appendix, one APU of the type to be certified with the airplane must be tested for 3,000 equivalent airplane operational cycles. Following completion of the test, the APU must be disassembled and inspected. The applicant must identify, track, and resolve each cause or potential cause of an inability to start or operate the APU in flight as intended in accordance with the problem tracking and resolution system specified in section K25.3.2(e) of this appendix.
(d) Airplane demonstration . For each airplane-engine combination to be approved for ETOPS, the applicant must flight test at least one airplane to demonstrate that the airplane, and its components and equipment are capable of functioning properly during ETOPS flights and diversions of the longest duration for which the applicant seeks approval. This flight testing may be performed in conjunction with, but may not substitute for the flight testing required by §21.35(b)(2).
(e) Problem tracking and resolution system . (1) The applicant must establish and maintain a problem tracking and resolution system. The system must:
(f) Acceptance criteria . The type and frequency of failures and malfunctions on ETOPS significant systems that occur during the airplane flight test program and the airplane demonstration flight test program specified in section K25.3.2(d) of this appendix must be consistent with the type and frequency of failures and malfunctions that would be expected to occur on currently certificated airplanes approved for ETOPS.
K25.3.3 Combined service experience and Early ETOPS method .
[Doc. No. FAA–2002–6717, 72 FR 1873, Jan. 16, 2007]
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