610
14 CFR Ch. I (1–1–14 Edition)
Pt. 25, App. K
(a)
Assessment of relevant experience with air-
planes previously certificated under part 25.
The applicant must identify specific correc-
tive actions taken on the candidate airplane
to prevent relevant design, manufacturing,
operational, and maintenance problems ex-
perienced on airplanes previously certifi-
cated under part 25 manufactured by the ap-
plicant. Specific corrective actions are not
required if the nature of a problem is such
that the problem would not significantly im-
pact 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 sup-
plier-provided ETOPS group 1 significant
systems and similar or identical equipment
used on airplanes built by other manufactur-
ers to the extent such information is reason-
ably 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 § 33.201 of this chapter.
(2) The applicant must design the propul-
sion system to preclude failures or malfunc-
tions that could result in an IFSD. The ap-
plicant must show compliance with this re-
quirement by analysis, test, in-service expe-
rience on other airplanes, or other means ac-
ceptable to the FAA. If analysis is used, the
applicant must show that the propulsion sys-
tem design will minimize failures and mal-
functions 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 ap-
proval 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 ap-
proval beyond 180 minutes.
(c)
Maintenance and operational procedures.
The applicant must validate all maintenance
and operational procedures for ETOPS sig-
nificant systems. The applicant must iden-
tify, 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 appen-
dix.
(d)
Propulsion system validation test. (1) The
installed engine configuration for which ap-
proval is being sought must comply with
§ 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 dif-
ferences 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 ap-
plicant’s on-wing inspection recommenda-
tions and limits; and
(ii) Completely disassembled and the pro-
pulsion system hardware inspected to deter-
mine whether it meets the service limits
specified in the Instructions for Continued
Airworthiness submitted in compliance with
§ 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 appen-
dix.
(g)
Airplane demonstration. For each air-
plane-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 ap-
proval. This flight testing may be performed
in conjunction with, but may not substitute
for the flight testing required by § 21.35(b)(2)
of this chapter.
(1) The airplane demonstration flight test
program must include:
(i) Flights simulating actual ETOPS, in-
cluding flight at normal cruise altitude, step
climbs, and, if applicable, APU operation.
(ii) Maximum duration flights with max-
imum duration diversions.
(iii) Maximum duration engine-inoperative
diversions distributed among the engines in-
stalled on the airplanes used for the airplane
demonstration flight test program. At least
two one-engine-inoperative diversions must
be conducted at maximum continuous thrust
or power using the same engine.
(iv) Flights under non-normal conditions
to demonstrate the flightcrew’s ability to
safely conduct an ETOPS diversion with
worst-case ETOPS significant system fail-
ures or malfunctions that could occur in
service.
(v) Diversions to airports that represent
airports of the types used for ETOPS diver-
sions.
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