132
14 CFR Ch. I (1–1–14 Edition)
§ 21.4
FAA to resolve each problem. A pro-
posed solution must consist of—
(i) A change in the airplane or engine
type design;
(ii) A change in a manufacturing
process;
(iii) A change in an operating or
maintenance procedure; or
(iv) Any other solution acceptable to
the FAA.
(2) For an airplane with more than
two engines, the system must be in
place for the first 250,000 world fleet en-
gine-hours for the approved airplane-
engine combination.
(3) For two-engine airplanes, the sys-
tem must be in place for the first
250,000 world fleet engine-hours for the
approved airplane-engine combination
and after that until—
(i) The world fleet 12-month rolling
average IFSD rate is at or below the
rate required by paragraph (b)(2) of this
section; and
(ii) The FAA determines that the
rate is stable.
(4) For an airplane-engine combina-
tion that is a derivative of an airplane-
engine combination previously ap-
proved for ETOPS, the system need
only address those problems specified
in the following table, provided the
type certificate holder obtains prior
authorization from the FAA:
If the change does not require a new airplane type certificate
and . . .
Then the Problem Tracking and Resolution System must ad-
dress . . .
(i) Requires a new engine type certificate ..................................
All problems applicable to the new engine installation, and for
the remainder of the airplane, problems in changed systems
only.
(ii) Does not require a new engine type certificate .....................
Problems in changed systems only.
(5) The type certificate holder must
identify the sources and content of
data that it will use for its system. The
data must be adequate to evaluate the
specific cause of any in-service problem
reportable under this section or § 21.3(c)
that could affect the safety of ETOPS.
(6) In implementing this system, the
type certificate holder must report the
following occurrences:
(i) IFSDs, except planned IFSDs per-
formed for flight training.
(ii) For two-engine airplanes, IFSD
rates.
(iii) Inability to control an engine or
obtain desired thrust or power.
(iv) Precautionary thrust or power
reductions.
(v) Degraded ability to start an en-
gine in flight.
(vi) Inadvertent fuel loss or unavail-
ability, or uncorrectable fuel imbal-
ance in flight.
(vii) Turn backs or diversions for fail-
ures, malfunctions, or defects associ-
ated with an ETOPS group 1 signifi-
cant system.
(viii) Loss of any power source for an
ETOPS group 1 significant system, in-
cluding any power source designed to
provide backup power for that system.
(ix) Any event that would jeopardize
the safe flight and landing of the air-
plane on an ETOPS flight.
(x) Any unscheduled engine removal
for a condition that could result in one
of the reportable occurrences listed in
this paragraph.
(b)
Reliability of two-engine airplanes—
(1)
Reporting of two-engine airplane in-
service reliability. The holder of a type
certificate for an airplane approved for
ETOPS and the holder of a type certifi-
cate for an engine installed on an air-
plane approved for ETOPS must report
monthly to their respective FAA type
certificate holding office on the reli-
ability of the world fleet of those air-
planes and engines. The report pro-
vided by both the airplane and engine
type certificate holders must address
each airplane-engine combination ap-
proved for ETOPS. The FAA may ap-
prove quarterly reporting if the air-
plane-engine combination dem-
onstrates an IFSD rate at or below
those specified in paragraph (b)(2) of
this section for a period acceptable to
the FAA. This reporting may be com-
bined with the reporting required by
§ 21.3. The responsible type certificate
holder must investigate any cause of
an IFSD resulting from an occurrence
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