spaschal on DSK3GDR082PROD with CFR

Pt. 25, App. K

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

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.
(e) 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.
K25.2.2 Early ETOPS method.
An applicant for ETOPS type design approval using the Early ETOPS method must
comply with the following requirements:
(a) Assessment of relevant experience with airplanes previously certificated under part 25.
The applicant must identify specific corrective actions taken on the candidate airplane
to prevent relevant design, manufacturing,
operational, and maintenance problems experienced on airplanes previously certificated under part 25 manufactured by the applicant. Specific corrective actions are not
required if the nature of a problem is such
that 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 of supplier-provided ETOPS group 1 significant
systems and similar or identical equipment
used on airplanes built by other manufacturers 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 Section 33.201 of this chapter.
(2) The applicant must design the propulsion system to preclude failures or malfunctions that could result in an IFSD. The applicant must show compliance with this requirement by analysis, test, in-service experience on other airplanes, or other means acceptable to the FAA. If analysis is used, the
applicant must show that the propulsion system design will minimize failures and malfunctions with the objective of achieving the
following IFSD rates:
(i) An IFSD rate of 0.02 or less per 1,000
world-fleet engine-hours for type design approval up to and including 180 minutes.
(ii) An IFSD rate of 0.01 or less per 1,000
world-fleet engine-hours for type design approval beyond 180 minutes.
(c) 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 K25.2.2(h) of this appendix.
(d) Propulsion system validation test. (1) The
installed engine configuration for which approval is being sought must comply with
Section 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 - 
(i) Visually inspected according to the applicant-s on-wing inspection recommendations and limits; and
(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
Section 25.1529.
(2) The applicant must identify, track, and
resolve each cause or potential cause of
IFSD, loss of thrust control, or other power
loss encountered during this inspection in
accordance with the problem tracking and
resolution system specified in section K25.2.2
(h) of this appendix.
(e) New technology testing. Technology new
to the applicant, including substantially new
manufacturing techniques, must be tested to
substantiate its suitability for the airplane
design.
(f) 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 K25.2.2(h) of this appendix.
(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 Section 21.35(b)(2)
of this chapter.
(1) The airplane demonstration flight test
program must include:
(i) Flights simulating actual ETOPS, including flight at normal cruise altitude, step
climbs, and, if applicable, APU operation.

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