spaschal on DSK3GDR082PROD with CFR

Pt. 25, App. K

14 CFR Ch. I (1-1-19 Edition)

(c) Time limited systems. The applicant must
define the system time capability of each
ETOPS significant system that is time-limited.
K25.1.4 Propulsion systems.
(a) Fuel system design. Fuel necessary to
complete an ETOPS flight (including a diversion for the longest time for which the applicant seeks approval) must be available to the
operating engines at the pressure and fuelflow required by Section 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 management system failures, and normal electrical power generation failures.
(1) If the engine has been certified for limited operation with negative engine-fuelpump-inlet pressures, the following requirements apply:
(i) Airplane demonstration-testing must
cover worst case cruise and diversion conditions 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 accordance with Section 25.959.
(2) For two-engine airplanes to be certificated 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 appendix. 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 available to the engines falls below the level required to fly to the destination. The alert
must be given when there is enough fuel remaining to safely complete a diversion. This
alert must account for abnormal fuel management or transfer between tanks, and possible loss of fuel. This paragraph does not
apply to airplanes with a required flight engineer.
(b) APU design. If an APU is needed to comply 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 altitude 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 Section 33.71(c)(4)
of this chapter.
K25.1.5 Engine-condition monitoring.
Procedures for engine-condition monitoring must be specified and validated in accordance with Part 33, Appendix A, paragraph 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 limitation associated with operation of the airplane up to the maximum diversion time
being approved.
(b) Required markings or placards.
(c) The airborne equipment required for extended operations and flightcrew operating
procedures for this equipment.
(d) The system time capability for the following:
(1) The most limiting fire suppression system for Class C cargo or baggage compartments.
(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 reliability and performance of this airplane-engine combination has been evaluated under
14 CFR 25.1535 and found suitable for (identify maximum approved diversion time) extended operations (ETOPS) when the configuration, maintenance, and procedures
standard contained in (identify the CMP document) are met. The actual maximum approved diversion time for this airplane may
be less based on its most limiting system
time capability. This finding does not constitute operational approval to conduct
ETOPS. - 
K25.2. Two-engine airplanes.
An applicant for ETOPS type design approval 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 approval 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 accumulate a minimum of 250,000 engine-hours.
The FAA may reduce this number of hours if

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