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135 

Federal Aviation Administration, DOT 

§ 21.4 

or article, the holder of that produc-
tion approval must send the data nec-
essary for issuing an appropriate air-
worthiness directive to the FAA. 

[Amdt. 21–36, 35 FR 18187, Nov. 28, 1970, as 
amended by Amdt. 21–37, 35 FR 18450, Dec. 4, 
1970; Amdt. 21–50, 45 FR 38346, June 9, 1980; 
Amdt. 21–67, 54 FR 39291, Sept. 25, 1989; Amdt. 
21–92, 74 FR 53385, Oct. 16, 2009; Doc. No. 
FAA–2018–0119, Amdt. 21–101, 83 FR 9169, Mar. 
5, 2018] 

§ 21.4

ETOPS reporting requirements. 

(a) 

Early ETOPS: reporting, tracking, 

and resolving problems. The holder of a 
type certificate for an airplane-engine 
combination approved using the Early 
ETOPS method specified in part 25, Ap-
pendix K, of this chapter must use a 
system for reporting, tracking, and re-
solving each problem resulting in one 
of the occurrences specified in para-
graph (a)(6) of this section. 

(1) The system must identify how the 

type certificate holder will promptly 
identify problems, report them to the 
responsible Aircraft Certification Serv-
ice office, and propose a solution to the 
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 

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136 

14 CFR Ch. I (1–1–24 Edition) 

§ 21.5 

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 Aircraft 
Certification Service 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 
attributable to the design of its prod-
uct and report the results of that in-
vestigation to its responsible Aircraft 
Certification Service office. Reporting 
must include: 

(i) Engine IFSDs, except planned 

IFSDs performed for flight training. 

(ii) The world fleet 12-month rolling 

average IFSD rates for all causes, ex-
cept planned IFSDs performed for 
flight training. 

(iii) ETOPS fleet utilization, includ-

ing a list of operators, their ETOPS di-
version time authority, flight hours, 
and cycles. 

(2) 

World fleet IFSD rate for two-engine 

airplanes.  The holder of a type certifi-
cate 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 issue 
service information to the operators of 
those airplanes and engines, as appro-
priate, to maintain the world fleet 12- 
month rolling average IFSD rate at or 
below the following levels: 

(i) A rate of 0.05 per 1,000 world-fleet 

engine-hours for an airplane-engine 
combination approved for up to and in-
cluding 120-minute ETOPS. When all 
ETOPS operators have complied with 
the corrective actions required in the 

configuration, maintenance and proce-
dures (CMP) document as a condition 
for ETOPS approval, the rate to be 
maintained is at or below 0.02 per 1,000 
world-fleet engine-hours. 

(ii) A rate of 0.02 per 1,000 world-fleet 

engine-hours for an airplane-engine 
combination approved for up to and in-
cluding 180-minute ETOPS, including 
airplane-engine combinations approved 
for 207-minute ETOPS in the North Pa-
cific operating area under appendix P, 
section I, paragraph (h), of part 121 of 
this chapter. 

(iii) A rate of 0.01 per 1,000 world-fleet 

engine-hours for an airplane-engine 
combination approved for ETOPS be-
yond 180 minutes, excluding airplane- 
engine combinations approved for 207- 
minute ETOPS in the North Pacific op-
erating area under appendix P, section 
I, paragraph (h), of part 121 of this 
chapter. 

[Doc. No. FAA–2002–6717, 72 FR 1872, Jan. 16, 
2007, as amended by Doc. No. FAA–2018–0119, 
Amdt. 21–101, 83 FR 9169, Mar. 5, 2018] 

§ 21.5

Airplane or Rotorcraft Flight 

Manual. 

(a) With each airplane or rotorcraft 

not type certificated with an Airplane 
or Rotorcraft Flight Manual and hav-
ing no flight time before March 1, 1979, 
the holder of a type certificate (includ-
ing amended or supplemental type cer-
tificates) or the licensee of a type cer-
tificate must make available to the 
owner at the time of delivery of the 
aircraft a current approved Airplane or 
Rotorcraft Flight Manual. 

(b) The Airplane or Rotorcraft Flight 

Manual required by paragraph (a) of 
this section must contain the following 
information: 

(1) The operating limitations and in-

formation required to be furnished in 
an Airplane or Rotorcraft Flight Man-
ual or in manual material, markings, 
and placards, by the applicable regula-
tions under which the airplane or 
rotorcraft was type certificated. 

(2) The maximum ambient atmos-

pheric temperature for which engine 
cooling was demonstrated must be 
stated in the performance information 
section of the Flight Manual, if the ap-
plicable regulations under which the 
aircraft was type certificated do not re-
quire ambient temperature on engine 

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