Code of Federal Regulations - Title 14

609

Federal Aviation Administration, DOT

Pt. 25, App. K

list of corrective actions in the CMP docu-
ment specified in section K25.1.6 of this ap-
pendix, that, when taken, would result in an
IFSD rate of 0.02 or less per 1,000 fleet en-
gine-hours.

(2) For type design approval up to and in-

cluding 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 air-
plane-engine combination does not meet this
rate by compliance with an existing 120-
minute CMP document, then new or addi-
tional 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 combina-
tion 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 dem-
onstrated would achieve this IFSD rate must
be added to the CMP document.

(c)

Propulsion system assessment. (1) The ap-

plicant must conduct a propulsion system
assessment based on the following data col-
lected from the world-fleet of the airplane-
engine 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, in-
cluding 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 alter-

ation history;

shutdown or occurrence;

(E) Phase of flight or ground operation;
(F) Weather and other environmental con-

ditions; and

(G) Cause of engine shutdown or occur-

rence.

(ii) A history of unscheduled engine re-

moval 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 des-
tination 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 num-
ber 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 in-

troduction 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 cor-
rective action or actions that are shown to
be effective in preventing future occur-
rences. Each corrective action must be iden-
tified in the CMP document specified in sec-
tion K25.1.6. A corrective action is not re-
quired:

(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 includ-
ing 180-minute ETOPS; or

(B) Is at or below 0.01 per 1,000 world-fleet

engine-hours for approval greater than 180-
minute ETOPS.

(d)

Airplane systems assessment. The appli-

cant must conduct an airplane systems as-
sessment. The applicant must show that the
airplane systems comply with § 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, manu-
facturing, operational, and maintenance
problem occurring in service must have a
corrective action or actions that are shown
to be effective in preventing future occur-
rences. Each corrective action must be iden-
tified in the CMP document specified in sec-
tion K25.1.6 of this appendix. A corrective ac-
tion 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
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 air-
plane’s flying qualities and performance
with the demonstrated failures and malfunc-
tions.

K25.2.2

Early ETOPS method.

An applicant for ETOPS type design ap-

proval using the Early ETOPS method must
comply with the following requirements:

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