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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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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