448 

14 CFR Ch. I (1–1–19 Edition) 

Pt. 25, App. K 

(c) 

Time limited systems. 

The applicant must 

define the system time capability of each 
ETOPS significant system that is time-lim-
ited. 

K25.1.4

Propulsion systems. 

(a) 

Fuel system design. 

Fuel necessary to 

complete an ETOPS flight (including a diver-
sion for the longest time for which the appli-
cant seeks approval) must be available to the 
operating engines at the pressure and fuel- 
flow required by § 25.955 under any airplane 
failure condition not shown to be extremely 
improbable. Types of failures that must be 
considered include, but are not limited to: 
crossfeed valve failures, automatic fuel man-
agement system failures, and normal elec-
trical power generation failures. 

(1) If the engine has been certified for lim-

ited operation with negative engine-fuel- 
pump-inlet pressures, the following require-
ments apply: 

(i) Airplane demonstration-testing must 

cover worst case cruise and diversion condi-
tions involving: 

(A) Fuel grade and temperature. 
(B) Thrust or power variations. 
(C) Turbulence and negative G. 
(D) Fuel system components degraded 

within their approved maintenance limits. 

(ii) Unusable-fuel quantity in the suction 

feed configuration must be determined in ac-
cordance with § 25.959. 

(2) For two-engine airplanes to be certifi-

cated for ETOPS beyond 180 minutes, one 
fuel boost pump in each main tank and at 
least one crossfeed valve, or other means for 
transferring fuel, must be powered by an 
independent electrical power source other 
than the three power sources required to 
comply with section K25.1.3(b) of this appen-
dix. This requirement does not apply if the 
normal fuel boost pressure, crossfeed valve 
actuation, or fuel transfer capability is not 
provided by electrical power. 

(3) An alert must be displayed to the 

flightcrew when the quantity of fuel avail-
able to the engines falls below the level re-
quired to fly to the destination. The alert 
must be given when there is enough fuel re-
maining to safely complete a diversion. This 
alert must account for abnormal fuel man-
agement or transfer between tanks, and pos-
sible loss of fuel. This paragraph does not 
apply to airplanes with a required flight en-
gineer. 

(b) 

APU design. 

If an APU is needed to com-

ply with this appendix, the applicant must 
demonstrate that: 

(1) The reliability of the APU is adequate 

to meet those requirements; and 

(2) If it is necessary that the APU be able 

to start in flight, it is able to start at any al-
titude up to the maximum operating altitude 
of the airplane, or 45,000 feet, whichever is 
lower, and run for the remainder of any 
flight . 

(c) 

Engine oil tank design. 

The engine oil 

tank filler cap must comply with § 33.71(c)(4) 
of this chapter. 

K25.1.5

Engine-condition monitoring. 

Procedures for engine-condition moni-

toring must be specified and validated in ac-
cordance with Part 33, Appendix A, para-
graph A33.3(c) of this chapter. 

K25.1.6

Configuration, maintenance, and 

procedures. 

The applicant must list any configuration, 

operating and maintenance requirements, 
hardware life limits, MMEL constraints, and 
ETOPS approval in a CMP document. 

K25.1.7

Airplane flight manual. 

The airplane flight manual must contain 

the following information applicable to the 
ETOPS type design approval: 

(a) Special limitations, including any limi-

tation associated with operation of the air-
plane up to the maximum diversion time 
being approved. 

(b) Required markings or placards. 
(c) The airborne equipment required for ex-

tended operations and flightcrew operating 
procedures for this equipment. 

(d) The system time capability for the fol-

lowing: 

(1) The most limiting fire suppression sys-

tem for Class C cargo or baggage compart-
ments. 

(2) The most limiting ETOPS significant 

system other than fire suppression systems 
for Class C cargo or baggage compartments. 

(e) This statement: ‘‘The type-design reli-

ability and performance of this airplane-en-
gine combination has been evaluated under 
14 CFR 25.1535 and found suitable for (iden-
tify maximum approved diversion time) ex-
tended operations (ETOPS) when the con-
figuration, maintenance, and procedures 
standard contained in (identify the CMP doc-
ument) are met. The actual maximum ap-
proved diversion time for this airplane may 
be less based on its most limiting system 
time capability. This finding does not con-
stitute operational approval to conduct 
ETOPS.’’ 

K25.2.

Two-engine airplanes. 

An applicant for ETOPS type design ap-

proval of a two-engine airplane must use one 
of the methods described in section K25.2.1, 
K25.2.2, or K25.2.3 of this appendix. 

K25.2.1

Service experience method. 

An applicant for ETOPS type design ap-

proval using the service experience method 
must comply with sections K25.2.1(a) and 
K25.2.1(b) of this appendix before conducting 
the assessments specified in sections 
K25.2.1(c) and K25.2.1(d) of this appendix, and 
the flight test specified in section K25.2.1(e) 
of this appendix. 

(a) 

Service experience. 

The world fleet for 

the airplane-engine combination must accu-
mulate a minimum of 250,000 engine-hours. 
The FAA may reduce this number of hours if 

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