PART 23

(Amendment 2 )AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND

COMMUTER CATEGORY AIRPLANES

SUBPART A - GENERAL
23.0 Regulatory Reference

This Civil Aviation Safety Regulation (CASR) Part 23 sets the implementing rules of Airworthiness
Standards : Normal, Utility, Acrobatic, and Commuter Category Airplanes as required by Aviation Act
Number 1, 2009 Chapter VI ―Aircraft Design‖ Article 18.

23.1 Applicability
(a) This part prescribes airworthiness standards for the issue of type certificates, and changes to
those certificates, for airplanes in the normal, utility, acrobatic, and commuter categories.
(b) Each person who applies under the CASR Part 21 for such a certificate or change must show
compliance with the applicable requirements of this part.

23.2 Special Retroactive Requirements

(a) Notwithstanding secs. 21.17 and 21.101 of the CASR Part 21 and irrespective of the type certification
basis, each normal, utility, and acrobatic category airplane having a passenger seating configuration,
excluding pilot seats, of nine or less, manufactured after December 12, 1986, or any such foreign
airplane .

23.3 Airplane Categories

(a) The normal category is limited to airplanes that have a seating configuration, excluding pilot seats,
of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for non-
acrobatic operation.

(b) The utility category is limited to airplanes that have a seating configuration, excluding pilot seats, of
nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for limited
acrobatic operation. Airplanes certificated in the utility category may be used in any of the
operations covered under paragraph (a) of this section and in limited acrobatic operations.

(c) The acrobatic category is limited to airplanes that have a seating configuration, excluding pilot seats,
of nine or less, a maximum certificated takeoff weight of 12,500 pounds or less, and intended for use
without restrictions, other than those shown to be necessary as a result of required flight tests.
(d) The commuter category is limited to multiengine airplanes that have a seating configuration,
excluding pilot seats, of 19 or less, and a maximum certificated takeoff weight of 19,000 pounds or
less. The commuter category operation is limited to any maneuver incident to normal flying, stalls (except
whip stalls), and steep turns, in which the angle of bank is not more than 60 degrees.
(e) Except for commuter category, airplanes may be type certificated in more than one category if the
requirements of each requested category are met.

APPENDIX G - INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

23xG.1 General

(a) This appendix specifies requirements for the preparation of Instructions for Continued Airworthiness
as required by sec. 23.1529.
(b) The Instructions for Continued Airworthiness for each airplane must include the Instructions for
Continued Airworthiness for each engine and propeller (hereinafter designated `products'), for each
appliance required by this chapter, and any required information relating to the interface of those
appliances and products with the airplane.
(c) The applicant must submit to the DGCA a program to show how changes to the Instructions for
Continued Airworthiness made by the applicant or by the manufacturers of products and appliances
installed in the airplane will be distributed.

23xG.2 Format
(a) The Instructions for Continued Airworthiness must be in the form of a manual or manuals as
appropriate for the quantity of data to be provided.
(b) The format of the manual or manuals must provide for a practical arrangement

23xG.3 Content

(b) Maintenance instructions.

(1) Scheduling information for each part of the airplane and its engines, auxiliary power units, propellers,
accessories, instruments, and equipment
(2) Troubleshooting information describing probable malfunctions, how to recognize those
malfunctions, and the remedial action for those malfunctions.

(3) Information describing the order and method of removing and replacing products and parts with any
necessary precautions to be taken.
(4) Other general procedural instructions including procedures for system testing during ground running,
symmetry checks, weighing and determining the center of gravity, lifting and shoring, and storage
limitations.

(c) Diagrams of structural access plates and information needed to gain access for inspections when
access plates are not provided.

(d) Details for the application of special inspection techniques including radiographic and ultrasonic
testing where such processes are specified.
(e) Information needed to apply protective treatments to the structure after inspection.
(f) All data relative to structural fasteners such as identification, discard recommendations, and torque
values.

SUBPART A GENERAL

Reporting of failures, malfunctions, and defects.

a) Except as provided in paragraph (d) of this section, the holder of a Type Certificate (including
a Supplemental Type Certificate), a Parts Manufacturer Approval (PMA), or a TSO authorization,
or the licensee of a Type Certificate shall report any failure, malfunction, or defect in any
product, part, process, or article manufactured by it that it determines has resulted in any of the
occurrences listed in paragraph (c) of this section.

(b) The holder of a Type Certificate (including a Supplemental Type Certificate), a Parts
Manufacturer Approval (PMA), or a TSO authorization, or the licensee of a Type of Certificate
shall report any defect in any product, part, or article manufactured by it that has left its quality
control system and that it determines could result in any of the occurrences listed in paragraph (c)
of this section.
(c) The following occurrences must be reported as provided in paragraphs (a)
and (b) of this section:
(1) Fires caused by a system or equipment failure, malfunction, or defect.
(2) An engine exhaust system failure, malfunction, or defect which causes damage to the engine, adjacent
aircraft structure, equipment, or components.
(3) The accumulation or circulation of toxic or noxious gases in the crew compartment or passenger
cabin.
(4) A malfunction, failure, or defect of a propeller control system.
(5) A propeller or rotorcraft hub or blade structural failure.
(6) Flammable fluid leakage in areas where an ignition source normally exists.
(7) A brake system failure caused by structural or material failure during operation.
(8) A significant aircraft primary structural defect or failure caused by any autogenous condition (fatigue,
understrength, corrosion, etc.).
(9) Any abnormal vibration or buffeting caused by a structural or system malfunction, defect, or failure.
(10) An engine failure.
(11) Any structural or flight control system malfunction, defect, or failure which causes an interference
with normal control of the aircraft for which derogates the flying qualities.
(12) A complete loss of more than one electrical power generating system or hydraulic power system
during a given operation of the aircraft.

(d) The requirements of paragraph (a) of this section do not apply to -

(1) Failures, malfunctions, or defects that the holder of a Type Certificate (including a Supplemental Type
Certificate), Parts Manufacturer Approval (PMA), or TSO authorization, or the licensee of a Type
Certificate -
(i) Determines were caused by improper maintenance, or improper usage;
(ii) Knows were reported to the DGCA by another person under the applicable regulations; or
(iii) Has already reported under requirements of Reporting of Accidents and Overdue Aircraft.

Manufacture of new aircraft, aircraft engines, and propellers.

(a) Except as specified in paragraphs (b) and of this section, no person may manufacture a new aircraft,
aircraft engine, or propeller based on a type certificate unless the person-
( 1) Is the holder of the type certificate or has a licensing agreement from the holder of the type
certificate to manufacture the product; and
(2) Meets the requirements of subpart F or G of this part.
(b) The requirements of this section do not apply to-
(1) New aircraft imported under the provisions of section 21.183(c), or 2 l.185(c); and
(2) New aircraft engines or propellers imported under the provisions of section 21.500.

Continued airworthiness and safety improvements for transport category airplanes.

(a) On or after the date as specified in CASR Part 26, the holder of a design approval and an
applicant for a design approval must comply with the applicable continued airworthiness and
safety improvement requirements of CASR Part 26.
(b) For new transport category airplanes manufactured under the authority of the DGCA, the
holder or licensee of a type certificate must meet the applicable continued airworthiness and
safety improvement requirements specified in CASR Part 26 for new production airplanes. Those
requirements only apply if the DGCA has jurisdiction over the organization responsible for final
assembly of the airplane.

SUBPART B
TC is ….
Location of Manufacturing Facilities.
Except as provided in Sec. 21.29, the DGCA does not issue a type certificate if the
manufacturing facilities for the product are located outside of the Republic of Indonesia, unless
the DGCA finds that the location of the manufacturer's facilities places no undue burden on the
DGCA in administering applicable airworthiness requirements.

Transferability.
A type certificate may be transferred to or made available to third persons by licensing agreements.
Each grantor shall, within 30 days after the transfer of a certificate or execution or termination of a
licensing agreement, notify in writing the DGCA. The notification must state the name and address of
the transferee or licensee, date of the transaction, and in the case of a licensing agreement, the extent of
authority granted the licensee.

Duration.
A type certificate is effective until surrendered, suspended, revoked, or a termination date is
otherwise established by the DGCA.
 SUBPART C PROVISIONAL TYPE CERTIFICATES

Type Provisional Certificate is ….

- Any manufacturer of aircraft manufactured within the Republic of Indonesia who is a Republic
of Indonesia citizen may apply for Class I or Class II provisional type certificates, for amendments to
provisional type certificates held by him, and for provisional amendments to type certificates held by him.

- Applications for provisional type certificates, for amendments thereto, and for provisional
amendments to type certificates must be submitted to the DGCA and must be accompanied by the
pertinent information specified in this subpart.

Duration.
(a) Unless sooner surrendered, superseded, revoked, or otherwise terminated, provisional type certificates
and amendments thereto are effective for the periods specified in this section.
(b) A Class I provisional type certificate is effective for twenty four months after the date of issue.
(c) A Class II provisional type certificate is effective for twelve months after the date of issue.
(d) An amendment to a Class I or Class II provisional type certificate is effective for the duration of the
amended certificate.

SUBPART D CHANGES TO TYPE CERTIFICATES

Classification of Changes in Type Design.

In addition to changes in type design specified in paragraph (b) of this section, changes in type design are
classified as minor and major. A "minor change" is one that has no appreciable effect on the weight,
balance, structural strength, reliability, operational characteristics, or other characteristics affecting the
airworthiness of the product. All other changes are "major changes" except
(1) Transport category large airplanes.
(2) Turbojet powered airplanes (regardless of category). For airplanes to which this paragraph applies,
"acoustical changes"
(3) Propeller driven commuter category and small airplanes in the normal, utility, acrobatic, transport, and
restricted categories
 SUBPART E SUPPLEMENTAL TYPE CERTIFICATES

Requirement of Supplemental Type Certificate.

(a) If a person holds the TC for a product and alters that product by introducing a major change
in type design that does not require an application for a new TC under Section 21.19, that person
must either apply to the DGCA for an STC or apply to amend the original type certificate under
subpart D of this part.
(b) If a person does not hold the TC for a product and alters that product by introducing a major
change in type design that does not require an application for a new TC under Section 21.19, that
person must apply to the DGCA for an STC.
(c) The application for a suplemental type certificate is made on a form and in a manner prescribed by the
DGCA.

SUBPART F PRODUCTION UNDER TYPE CERTIFICATE

Production under Type Certificate.

Each manufacturer of a product being manufactured under a type certificate must-
(a) Maintain at the place of manufacture all information and data specified in section 21.31 and
21.41;
(b) Make each product and article thereof available for inspection by the DGCA;
(c) Maintain records of the completion of all inspections and tests required by section 21.127,
21.128, and 21.129 for at least 5 years for the products and articles thereof manufactured
under the approval and at least 10 years for critical components identified under CASR
Part 45 section 45.15(c);
(d) Allow the DGCA to make any inspection or test, including any inspection or test at a
supplier facility, necessary to determine compliance with the applicable airworthiness
standard;
(e) Mark the product in accordance with CASR part 45, including any critical
parts;
(f) Identify any portion of that product (e.g., sub-assemblies, component parts, or replacement
articles) that leave the manufacturer's facility as DGCA approved with the manufacturer's
 part number and name, trademark, symbol, or other DGCA manufacturer's identification;
and
(g) Except as otherwise authorized by the DGCA, obtain a production certificate for that
product in accordance with subpart G of this part within 6 months after the date of
issuance of the type certificate.

SUBPART G PRODUCTION CERTIFICATES

Eligibility.
Any person may apply for a production certificate if he holds, for the product concerned, a -
(a) Current type certificate;
(b) Right to the benefits of that type certificate under a licensing agreement; or
(c) Supplemental type certificate.

Issuance.
The DGCA issues a production certificate after finding that the applicant complies with the
requirements of this subpart.

Duration.
A production certificate is effective until surrendered, suspended, revoked, or a termination date
is otherwise established by the DGCA, or the location of the manufacturing facility is changed.

SUBPART H AIRWORTHINESS CERTIFICATES

Eligibility.
Any registered owner of a Republic of Indonesia registered aircraft (or holder of power of
attorney) may apply for an airworthiness certificate for that aircraft. An application for an
airworthiness certificate must be made in a form and manner acceptable to the DGCA, and
submitted to DGCA office.
Airworthiness Certificates: Classification.
(a) Standard airworthiness certificates are airworthiness certificates issued for aircraft
type certificated in the normal, utility, acrobatic, commuter, or transport category, and for
manned free balloons, and for aircraft designated by the DGCA as special classes of aircraft.
(b) Special airworthiness certificates are restricted, limited, light-sport, and provisional
airworthiness certificates, special flight permits, and experimental certificates.

Duration.
(1) Standard airworthiness certificates and special airworthiness certificates issued for primary,
restricted or limited category aircraft are effective for one year after the date of issue or renewal as long as
the maintenance, preventive maintenance, and alterations are performed in accordance with CASR Part
43 and Part 91, and the aircraft are registered in the Republic of Indonesia.
(2) A special flight permit is effective for the period of time specified in the permit.
(3) An experimental certificate for research and development, showing compliance with
regulations, crew training, market surveys, amateur built, exhibition and air-racing are effective for one
year after the date of issue or renewal unless a shorter period is prescribed by DGCA.

SUBPART I PROVISIONAL AIRWORTHINESS CERTIFICATES

Duration.
Unless sooner surrendered, superseded, revoked, or otherwise terminated, provisional
airworthiness certificates are effective for the duration of the corresponding provisional type
certificate, amendment to a provisional type certificate, or provisional amendment to the type
certificate.

Transferability.
Class I provisional airworthiness certificates are not transferable. Class II provisional
airworthiness certificates may be transferred to an air carrier eligible to apply for a certificate
under Sec. 21.213(b).
 SUBPART J DESIGN ORGANIZATION APPROVAL

Design Organization means an organization responsible for the design of products, parts and article or for
changes or repairs thereto shall demonstrate its capability in accordance with applicable CASR.

Issue of Design Organization Approval.

An organization shall be entitled to have a design organization approval issued by the DGCA
when it has demonstrated compliance with the applicable requirements under this Subpart.

Classification of Design Organization Approval.

(a) Design Organization Approval Class A is eligible to perform design and compliance
relating to minor repair and minor alteration.
(b) Design Organization Approval Class B is eligible to perform DOA Class A, and also
design and compliance relating to major repair and major alteration.
(c) Design Organization Approval Class C is eligible to perform DOA Class B, and also
design and compliance relating to Supplemental Type Certificate under CASR Part 21 Subpart F
and/or TSO Authorization for Auxiliary Power Unit (APU) under CASR Part 21 Subpart 0.
(d) Design Organization Approval Class D is eligible to perform DOA Class C, and also
design and compliance relating to Type Certificate and/or Amendment to Type Certificate under
CASR Part 21 Subpart B, C and D.

Transferability.
Except as a result of a change in ownership, which is deemed significant for the purposes of
section 21.247, a design organization approval is not transferable.

SUBPART K PART MANUFACTURER APPROVALS

An application for a Parts Manufacturer Approval is made to the DGCA and must include the
following:
(1) The identity of the product on which the part is to be installed.
(2) The name and address of the manufacturing facilities at which these parts are to be
manufactured.
Issuance.
The DGCA issues a PMA after finding that the applicant complies with the requirements of this
subpart and the design complies with the requirements of CASR applicable to the product on
which the article is to be installed.

Duration.
A PMA is effective for two years unless surrendered, withdrawn, or the DGCA otherwise
terminates it.

SUBPART L EXPORT AIRWORTHINESS APPROVALS

Issuance of Export Certificate of Airworthiness.

(a) A person may obtain from the DGCA an export certificate of airworthiness for an aircraft if-
(1) A new or used aircraft manufactured under subpart For G of this part meets the
airworthiness requirements under subpart H of this part for a-
(i) Standard airworthiness certificate; or
(ii) Special airworthiness certificate in the "primary" or "restricted" category; or
(2) A new or used aircraft not manufactured under subpart F or G of this part has a valid-
(i) Standard airworthiness certificate; or
(ii) Special airworthiness certificate in "primary" or "restricted" category

(b) An aircraft need not meet a requirement specified in paragraph (a) of this section, as
applicable, if-
(1) The importing country or jurisdiction accepts, in a form and manner acceptable to the DGCA,
a deviation from that requirement; and
(2) The export certificate of airworthiness lists as an exception any difference between the
aircraft to be exported and its type design.

Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.
 (a) A person may obtain from the DGCA an export airworthiness approval to export a
new aircraft engine, propeller, or article that is manufactured under this part if it conforms to its
approved design and is in a condition for safe operation.
(b) A new aircraft engine, propeller, or article need not meet a requirement of paragraph
(a) of this section if.-
(1) The importing country or jurisdiction accepts, in a form and manner acceptable to
the DGCA, a deviation from that requirement; and
(2) The export airworthiness approval lists as an exception any difference between the
aircraft engine, propeller, or article to be exported and its approved design.
(c) A person may obtain from the DGCA an export airworthiness approval to export a
used aircraft engine, propeller, or article if it conforms to its approved design and is in
a condition for safe operation.
(d) A used aircraft engine or propeller need not meet a requirement of paragraph (c) of
this section if.-
(1) The importing country or jurisdiction accepts, in a form and manner acceptable to
the DGCA, a deviation from that requirement; and
(2) The export airworthiness approval lists as an exception any difference between
the used aircraft engine or propeller to be exported and its approved design.

SUBPART A – GENERAL
ETOPS (Extended Operations) / Extended Range Option with Two-Engine Airplanes

25.0 Purpose

CASR Part 25 sets the implementing rules of Airworthiness Standards: Transport Category
Airplanes.

25.1 Applicability
(a) This part prescribes airworthiness standards for the issue, for transport category airplanes.
(b) Each organization who applies under CASR Part 21 must show compliance with the
applicable requirements in this part.
25.3 Special Provisions for ETOPS Type Design Approvals
(a) Applicability for existing type certificate on February 15, 2007; or For which an
application for an original type certificate was submitted before February 15, 2007.
(b) Airplanes with two engines.
For ETOPS type design approval of an airplane up to and including 180 minutes and
airplane beyond 180 minutes, an applicant must comply with Sec. 25.1535, except that it
need not comply with the following provisions of Appendix K, K25.1.4, of this part about
fuel system pressure and flow requirements (K25.1.4(a)), low fuel alerting (K25.1.4 (a)(3)),
and engine oil tank design (K25.1.4(c)).

K25.1 Design Requirements

K25.1.1 Compliance
The airplane-engine performance such as the maximum flight time and the longest
dive rsion time must comply with the requirements of part 25 considering for which the
applicant seeks approval.
K25.1.2 Human Factors
For continued operation, applicant must consider with many human factor such as; work load,
operational implications and crew physiological to prevent failure effects for longest diversion
time.
K25.1.3 Airplane Systems.
(a) Operation in icing conditions.
(1) The airplane must be normally operation in icing conditions accordance with sec.
25.1419.
(2) The airplane must be able to safely from the most critical ice accretion resulting from
icing conditions that would make engine failure or cabin decompression, at least
15 minute hold in maximum icing conditions, ice accumulated during approach
and landing in the icing conditions
(b) Electrical power supply. The airplane must be equipped with at least three independent
sources of electrical power.
(c) Time limited systems. The applicant must define the system time capability of each ETOPS
significant system that is time-limited.
K25.14 Propulsion Systems
(a) Fuel system design. Fuel necessary to complete an ETOPS flight must be available to the
operating engines at the pressure and fuel- flow required. Some failure that must be
considered include: cross feed valve failures, automatic fuel management system
failures, and normal electrical power generation failures.
(1) If the engine has been certified for limited operation with negative engine fuel
pump-inlet pressures, the following requirements apply:
(i) Airplane must test the worst case cruise and diversion conditions involving:
(A) Fuel grade and temperature.
(B) Thrust or power variations.
(C) Turbulence and negative G.
(D) Fuel system components degraded within their approved maintenance limits.
(ii) Unusable-fuel quantity in the suction feed configuration.
(2) For two-engine airplanes to be certificated for ETOPS beyond 180 minutes, must
have one fuel boost pump in each main tank and at least one cross feed valve for
transferring fuel, must be powered and provided by an independent electrical power
source other than the three power sources required to comply with section K25.1.3(b)
of this appendix.
(3) An airplanes with no flight engineer must have alert that displayed the quantity of
fuel. That can count the fuel remaining when there is enough until reach the
destination. This alert also account abnormal fuel management such as transfer fuel,
and possible loss of fuel.
(b) APU design. If an APU is needed to comply with this appendix, the applicant must
demonstrate that:
(1) The reliability of the APU is adequate to meet those requirements; and
(2) The APU can start at any altitude up to the maximum operation in 45,000 feet.
(c) Engine oil tank design. The engine oil tank filler cap must comply with sec. 33.71(c)(4)
of this chapter.
K25.1.5 Engine-Condition Monitoring.
Procedures for engine-condition monitoring must be specified and validated in accordance
with Part 33, Appendix A, paragraph A33.3(c) of this chapter.
 K25.1.6 Configuration, Maintenance, and Procedures.
The applicant must list any configuration, operating and maintenance requirements,
hardware life limits, MMEL constraints, and ETOPS approval in a CMP document.
K25.1.7 Airplane Flight Manual.
The airplane flight manual must contain the following information applicable to the ETOPS
type design approval:
(a) Special limitations operation of the airplane up to the maximum diversion time being
approved.
(b) Required markings or placards.
(c) The airborne equipment required for extended ope rations and flight crew operating
procedures for this equipment.
(d) The system time capability for the following:
(1) The most limiting fire suppression system for Class C cargo or baggage
compartments.
(2) The most limiting ETOPS significant system other than fire suppression systems for
Class C cargo or baggage compartments.

K25.2 Two-Engine Airplanes

An applicant for ETOPS type design approval of a two-engine airplane must use one of the
methods described in section K25.2.1, K25.2.2, or K25.2.3 of this appendix.
K25.1 Service Experience Method.
An applicant for ETOPS type design approval using the service experience method must
comply with sections K25.2.1(a) and K25.2.1(b) of this appendix before conducting the
assessments specified in sections K25.2.1(c) and K25.2.1(d) of this appendix, and the flight
test specified in section K25.2.1(e) of this appendix.
(a) Service experience. Airplane-engine combination must accumulate a minimum of
250,000 engine-hours, and DGCA can reduce it cause by experience on another
airplane, but experience on the candidate airplane must make up a significant portion of
the total service experience.
(b) In-flight shutdown (IFSD) rates. IFSD rate rolling every 12 month for the world fleet of
the airplane-engine combination must be match with the level of ETOPS approval
needed.
(1) For type design approval up to and including 120 minutes: An IFSD rate of 0.05 or
less per 1,000 world- fleet engine- hours, need approval from DGCA. CMP
document needed to provide a list of corrective actions when the IFSD rate is 0.02
or less per 1,000 world-fleet engine-hours.
(2) For type design approval up to and including 180 minutes: An IFSD rate of 0.02 or
less per 1,000 world-fleet engine-hours, unless otherwise approved by the DGCA.
New or additional CMP document needed if the airplane-engine combination does
not meet this rate by compliance with 120 minutes design.
(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 DGCA New or
additional CMP document needed if the airplane-engine combination does not meet
this rate by compliance with 120 minutes or 180 minutes design.
(c) Propulsion system assessment.
(1) The applicant must conduct a propulsion system assessment based on the following
data collected 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 powe r level was not achieved, including
engine flameouts. For each item, the applicant must provide:
(A) Each airplane and engine make, model, and serial number;
(B) Engine configuration, and major alteration history;
(C) Engine position;
(D) Circumstances leading up to the engine shutdown or occurrence;
(E) Phase of flight or ground operation;
(F) Weather and other environmental conditions; and
(G) Cause of engine shutdown or occurrence.
(ii) A history of unscheduled engine removal rates since introduction into service 6
or 12 month roll 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
flight crew error, including dispatch delays, cancellations, aborted take offs, turn
backs, diversions, and flights that continue to destination after the event.
(iv) The total number of engine 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 introduction into service using a 12- month
rolling average.
(2) CMP document must identify corrective action to preventing future occurrences. A
corrective action is not required:
(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
including 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 applicant must conduct an airplane systems assessment. 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, manufacturing, operational, and
maintenance problem occurring in service must have a corrective action or actions that
are shown to be effective in preventing future occurrences.
(e) Airplane flight test.
The applicant must conduct a flight test to validate the flight crew'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.
K25.2 Early ETOPS Method.
An applicant for ETOPS type design approval using the Early ETOPS method must comply
with the following requirements:
(i) Assessment of relevant experience with airplanes previously certificated under CASR 25.
The applicant must identify specific corrective actions taken on the candidate airplane
to prevent relevant design, manufacturing, operational, and maintenance problems
experienced on airplanes previously certificated under CASR 25 manufactured by the
applicant. Specific corrective actions are not re quired if the nature of a problem is such
that the problem would not significantly impact the safety or reliability of the airplane
system involved.
(ii) Propulsion system design.
(1) The engine used in the applicant's airplane design must be approved as eligible for
Early ETOPS in accordance with sec. 33.201 of this chapter.
(2) The applicant not only design the propulsion system to preclude failures or
malfunctions but also show compliance with this requirement by analysis, test, in-
service experience on other airplanes that could result in an IFSD. If analysis is
used, the applicant must show that the propulsion system design will minimize
failures and malfunctions 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
approval 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
approval beyond 180 minutes.
(iii) Maintenance and operational procedures. The applicant must validate all maintenance
and operational procedures for ETOPS significant systems. The applicant must identify,
track, and resolve any problems found during the validation.
(iv) Propulsion system validation test.
(1) The installed engine configuration for which approval is being sought must comply
with sec. 33.201(c) of this chapter. Engine test must configured with complete
nacelle package. At the conclusion of the test, the propulsion system must be:
(i) Visually inspected according to the applicant's on-wing inspection
recommendations and limits; and
 (ii) Completely disassembled and the propulsion system hardware inspected to
determine whether it meets the service limits specified in the Instructions for
Continued Airworthiness submitted in compliance with sec. 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 specif ied in
sectionK25.2.2 (h) of this appendix.
(v) New technology testing. Technology new to the applicant, including substantially new
manufacturing techniques, must be tested to substantiate its suitability for the airplane
design.
(vi) 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.
(vii) Airplane demonstration. For each airplane-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
approval.
(1) The airplane demonstration flight test program must include:
(i) Flights simulating actual ETOPS, including flight at normal cruise altitude,
step climbs, and, if applicable, APU operation.
(ii) Maximum duration flights with maximum duration diversions.
(iii) Maximum duration engine-inoperative diversions distributed among the
engines installed 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 flight cre w's ability
to safely conduct an ETOPS diversion with worst-case ETOPS significant
system failures or malfunctions that could occur in service.
 (v) Diversions to airports that represent airports of the types used for ETOPS
diversions.
(vi) Repeated exposure to humid and inclement weather on the ground followed
by a long-duration flight at normal cruise altitude.
(2) At the completion of the airplane demonstration flight test program, each ETOPS
significant system must undergo an on-wing inspection or test in accordance with
the tasks defined in the proposed Instructions for Continued Airworthiness to
establish its condition for continued safe operation. Each engine must also undergo
a gas path inspection. These inspections must be conducted in a manner to identify
abnormal conditions that could result in an IFSD or diversion.
(viii) Problem tracking and resolution system.
(1) The applicant must establish and maintain a problem tracking and resolution
system. The system must:
(i) Contain a process for prompt reporting to the DGCA of each occurrence
reportable under sec. 21.4(a)(6) encountered during the phases of airplane
and engine development used to assess Early ETOPS eligibility.
(ii) Contain a process for notifying the DGCA of each proposed corrective
action that the applicant determines necessary for each problem identified
from the occurrences reported under section K25.2.2. (h)
K25.2.3 Combined Service Experience and Early ETOPS Method.
An applicant for ETOPS type design approval using the combined service experience and
Early ETOPS method must comply with the following requirements.
(a) A service experience requirement of not less than 15,000 engine-hours for the world
fleet of the candidate airplane-engine combination.
(b) The Early ETOPS requirements of K25.2.2, except for the airplane demonstration
specified in section K25.2.2 (g) of this appendix; and
(c) The flight test requirement of section K25.2.1 (e) of this appendix

K25.3 Airplanes with More Than Two Engines.

An applicant for ETOPS type design approval of an airplane with more than two engines must
use one of the methods described in section K25.3.1, K25.3.2, or K25.3.3 of this appendix
Service Experience Method.
An applicant for ETOPS type design approval using the service experience method must
comply with section K25.3.1 (a) of this appendix before conducting the airplane systems
assessment specified in K25.3.1(b), and the flight test specified in section K25.3.1(c) of this
appendix.
(a) Service experience. The world fleet for the airplane-engine combination must accumulate
a minimum of 250,000 engine-hours.
(b) Airplane systems assessment. The applicant must conduct an airplane systems
assessment. The applicant must show that the airplane systems comply with the sec.
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, manufacturing, operational or maintenance problem occurring in service must
have a corrective action or actions that are shown to be effective in preventing future
occurrences
(c) Airplane flight test. The applicant must conduct a flight test to validate the flight crew'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.