spaschal on DSK3GDR082PROD with CFR

Federal Aviation Administration, DOT

Pt. 25, App. K

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 service experience.
(b) In-flight shutdown (IFSD) rates. The
demonstrated 12-month rolling average IFSD
rate for the world fleet of the airplane-engine combination must be commensurate
with the level of ETOPS approval being
sought.
(1) For type design approval up to and including 120 minutes: An IFSD rate of 0.05 or
less per 1,000 world-fleet engine-hours, unless
otherwise approved by the FAA. Unless the
IFSD rate is 0.02 or less per 1,000 world-fleet
engine-hours, the applicant must provide a
list of corrective actions in the CMP document specified in section K25.1.6 of this appendix, that, when taken, would result in an
IFSD rate of 0.02 or less per 1,000 fleet engine-hours.
(2) For type design approval up to and including 180 minutes: An IFSD rate of 0.02 or
less per 1,000 world-fleet engine-hours, unless
otherwise approved by the FAA. If the airplane-engine combination does not meet this
rate by compliance with an existing 120minute CMP document, then new or additional CMP requirements that the applicant
has demonstrated would achieve this IFSD
rate must be added to the CMP document.
(3) For type design approval beyond 180
minutes: An IFSD rate of 0.01 or less per 1,000
fleet engine-hours unless otherwise approved
by the FAA. If the airplane-engine combination does not meet this rate by compliance
with an existing 120-minute or 180-minute
CMP document, then new or additional CMP
requirements that the applicant has demonstrated would achieve this IFSD rate must
be added to the CMP document.
(c) Propulsion system assessment. (1) The applicant must conduct a propulsion system
assessment based on the following data collected from the world-fleet of the airplaneengine combination:
(i) A list of all IFSD-s, unplanned ground
engine shutdowns, and occurrences (both
ground and in-flight) when an engine was not
shut down, but engine control or the desired
thrust or power level was not achieved, including engine flameouts. Planned IFSD-s
performed during flight training need not be
included. For each item, the applicant must
provide - 
(A) Each airplane and engine make, model,
and serial number;
(B) Engine configuration, and major alteration history;
(C) Engine position;
(D) Circumstances leading up to the engine
shutdown or occurrence;
(E) Phase of flight or ground operation;

(F) Weather and other environmental conditions; and
(G) Cause of engine shutdown or occurrence.
(ii) A history of unscheduled engine removal rates since introduction into service
(using 6- and 12-month rolling averages),
with a summary of the major causes for the
removals.
(iii) A list of all propulsion system events
(whether or not caused by maintenance or
flightcrew error), including dispatch delays,
cancellations, aborted takeoffs, turnbacks,
diversions, and flights that continue to destination after the event.
(iv) The total number of engine hours and
cycles, the number of hours for the engine
with the highest number of hours, the number of cycles for the engine with the highest
number of cycles, and the distribution of
hours and cycles.
(v) The mean time between failures
(MTBF) of propulsion system components
that affect reliability.
(vi) A history of the IFSD rates since introduction into service using a 12-month
rolling average.
(2) The cause or potential cause of each
item listed in K25.2.1(c)(1)(i) 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. A corrective action is not required:
(i) For an item where the manufacturer is
unable to determine a cause or potential
cause.
(ii) For an event where it is technically
unfeasible to develop a corrective action.
(iii) If the world-fleet IFSD rate - 
(A) Is at or below 0.02 per 1,000 world-fleet
engine-hours for approval up to and including 180-minute ETOPS; or
(B) Is at or below 0.01 per 1,000 world-fleet
engine-hours for approval greater than 180minute ETOPS.
(d) Airplane systems assessment. The applicant must conduct an airplane systems assessment. The applicant must show that the
airplane systems comply with Section 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

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