608
14 CFR Ch. I (1–1–14 Edition)
Pt. 25, App. K
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
the applicant identifies compensating fac-
tors that are acceptable to the FAA. The
compensating factors may include experi-
ence on another airplane, but experience on
the candidate airplane must make up a sig-
nificant portion of the total service experi-
ence.
(b)
In-flight shutdown (IFSD) rates. The
demonstrated 12-month rolling average IFSD
rate for the world fleet of the airplane-en-
gine combination must be commensurate
with the level of ETOPS approval being
sought.
(1) For type design approval up to and in-
cluding 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
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