612 

14 CFR Ch. I (1–1–14 Edition) 

Pt. 25, App. K 

airplane systems comply with the § 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 or maintenance prob-
lem occurring in service must have a correc-
tive action or actions that are shown to be 
effective in preventing future occurrences. 
Each corrective action must be identified in 
the CMP document specified in section 
K25.1.6 of this appendix. A corrective action 
is not required if the problem would not sig-
nificantly 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. 

(c) 

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. 

K25.3.2

Early ETOPS method. 

An applicant for ETOPS type design ap-

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

(a) 

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 K25.3.2(e) of this appen-
dix. 

(b) 

New technology testing. Technology new 

to the applicant, including substantially new 
manufacturing techniques, must be tested to 
substantiate its suitability for the airplane 
design. 

(c) 

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 K25.3.2(e) of this appen-
dix. 

(d) 

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). 

(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 validate the flightcrew’s ability to safely 
conduct an ETOPS diversion with worst-case 
ETOPS significant system failures or mal-
functions that could occur in service. 

(v) Diversions to airports that represent 

airports of the types used for ETOPS diver-
sions. 

(vi) Repeated exposure to humid and in-

clement weather on the ground followed by a 
long duration flight at normal cruise alti-
tude. 

(2) The airplane demonstration flight test 

program must validate the adequacy of the 
airplane’s flying qualities and performance, 
and the flightcrew’s ability to safely conduct 
an ETOPS diversion under the conditions 
specified in section K25.3.2(d)(1) of this ap-
pendix. 

(3) During the airplane demonstration 

flight test program, each test airplane must 
be operated and maintained using the appli-
cant’s recommended operating and mainte-
nance procedures. 

(4) At the completion of the airplane dem-

onstration, each ETOPS significant system 
must undergo an on-wing inspection or test 
in accordance with the tasks defined in the 
proposed Instructions for Continued Air-
worthiness to establish its condition for con-
tinued safe operation. Each engine must also 
undergo a gas path inspection. These inspec-
tions must be conducted in a manner to iden-
tify abnormal conditions that could result in 
an IFSD or diversion. The applicant must 
identify, track and resolve any abnormal 
conditions in accordance with the problem 
tracking and resolution system specified in 
section K25.3.2(e) of this appendix. 

(e) 

Problem tracking and resolution system. 

(1) The applicant must establish and main-
tain a problem tracking and resolution sys-
tem. The system must: 

(i) Contain a process for prompt reporting 

to the responsible FAA aircraft certification 
office of each occurrence reportable under 

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