Airworthiness Chapter 525 Appendix K - Canadian Aviation Regulations (CARs)

Subchapters

A (525.1-525.3),
B (525.21-525.255),
C (525.301-525.581),
D (525.601-525.899),
E (525.901-525.1207),
F (525.1301-525.1461),
G (525.1501-525.1587)
H (525.1701-525.1733)

Appendices

A, B, C, D, E, F, G, H, I, J, K, L, M, N, O

(effective 2019/08/25)

Extended Operations (ETOPS)

This appendix specifies airworthiness requirements for the approval of an aeroplane-engine combination for extended operations (ETOPS). For two-engine aeroplanes, the applicant must comply with K525.1 and K525.2 of this appendix. For aeroplanes with more than two engines, the applicant must comply with K525.1 and K525.3 of this appendix.

K525.1 Design requirements.
- K525.1.1 Chapter 525 compliance.
  The aeroplane-engine combination must comply with the requirements of Chapter 525 considering the maximum flight time and the longest diversion time for which the applicant seeks approval.
- K525.1.2 Human factors.
  An applicant must consider crew workload, operational implications, and the crew's and passengers' physiological needs during continued operation with failure effects for the longest diversion time for which it seeks approval.
- K525.1.3 Aeroplane systems.
  - (a) Operation in icing conditions.
    - (1) The aeroplane must be certificated for operation in icing conditions in accordance with 525.1419.
    - (2) The aeroplane must be able to safely conduct an extended operations (ETOPS) diversion with the most critical ice accretion resulting from:
      - (i) Icing conditions encountered at an altitude that the aeroplane would have to fly following an engine failure or cabin decompression.
      - (ii) A 15-minute hold in the continuous maximum icing conditions specified in Appendix C of this chapter with a liquid water content factor of 1.0.
      - (iii) Ice accumulated during approach and landing in the icing conditions specified in Appendix C of this chapter.
  - (b) Electrical power supply. The aeroplane 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 extended operations (ETOPS) significant system that is time-limited.
- K525.1.4 Propulsion systems.
  - (a) Fuel system design. Fuel necessary to complete an extended operations (ETOPS) flight (including a diversion for the longest time for which the applicant seeks approval) must be available to the operating engines at the pressure and fuel-flow required by 525.955 under any aeroplane failure condition not shown to be extremely improbable. Types of failures that must be considered include, but are not limited to: crossfeed 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) Aeroplane demonstration-testing must cover 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 must be determined in accordance with 525.959.
    - (2) For two-engine aeroplanes to be certificated for extended operations (ETOPS) beyond 180 minutes, one fuel boost pump in each main tank and at least one crossfeed valve, or other means for transferring fuel, must be powered by an independent electrical power source other than the three power sources required to comply with section K525.1.3(b) of this appendix. This requirement does not apply if the normal fuel boost pressure, crossfeed valve actuation, or fuel transfer capability is not provided by electrical power.
    - (3) An alert must be displayed to the flight crew when the quantity of fuel available to the engines falls below the level required to fly to the destination. The alert must be given when there is enough fuel remaining to safely complete a diversion. This alert must account for abnormal fuel management or transfer between tanks, and possible loss of fuel. This paragraph does not apply to aeroplanes with a required flight engineer.
  - (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) If it is necessary that the APU be able to start in flight, it is able to start at any altitude up to the maximum operating altitude of the aeroplane, or 45,000 feet, whichever is lower, and run for the remainder of any flight.
  - (c) Engine oil tank design. The engine oil tank filler cap must comply with 533.71(c)(4) of this manual.
- K525.1.5 Engine-condition monitoring.
  Procedures for engine-condition monitoring must be specified and validated in accordance with Chapter 533, Appendix A, paragraph A533.3(c).
- K525.1.6 Configuration, maintenance and procedures.
  The applicant must list any configuration, operating and maintenance requirements, hardware life limits, MMEL constraints, and extended operations (ETOPS) approval in a CMP document.
- K525.1.7 Aeroplane flight manual.
  The aeroplane flight manual must contain the following information applicable to the extended operations (ETOPS) type design approval:
  - (a) Special limitations, including any limitation associated with operation of the aeroplane up to the maximum diversion time being approved.
  - (b) Required markings or placards.
  - (c) The airborne equipment required for extended operations 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 extended operations (ETOPS) significant system other than fire suppression systems for Class C cargo or baggage compartments.
  - (e) This statement, or similar statement acceptable to the Minister: "The type-design reliability and performance of this aeroplane-engine combination has been evaluated under AWM 525.1535 and found suitable for (identify maximum approved diversion time) extended operations (ETOPS) when the configuration, maintenance, and procedures standard contained in (identify the CMP document) are met. The actual maximum approved diversion time for this aeroplane may be less based on its most limiting system time capability. This finding does not constitute operational approval to conduct extended operations (ETOPS)."

K525.2. Two-engine aeroplanes.

An applicant for extended operations (ETOPS) type design approval of a two-engine aeroplane must use one of the methods described in K525.2.1, K525.2.2, or K525.2.3 of this appendix.

K525.2.1 Service experience method.
An applicant for extended operations (ETOPS) type design approval using the service experience method must comply with K525.2.1(a) and K525.2.1(b) of this appendix before conducting the assessments specified in K525.2.1(c) and K525.2.1(d) of this appendix, and the flight test specified in K525.2.1(e) of this appendix.
- (a) Service experience. The world fleet for the aeroplane-engine combination must accumulate a minimum of 250,000 engine-hours. The Minister may reduce this number of hours if the applicant identifies compensating factors that are acceptable to the Minister. The compensating factors may include experience on another aeroplane, but experience on the candidate aeroplane must make up a significant portion of the total service experience.
- (b) In-flight shutdown (IFSD) rates. The demonstrated 12-month rolling average IFSD rate for the world fleet of the aeroplane-engine combination must be commensurate with the level of extended operations (ETOPS) approval being sought.
  - (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, unless otherwise approved by the Minister. Unless the IFSD rate is 0.02 or less per 1,000 world-fleet engine-hours, the applicant must provide a list of corrective actions in the CMP document specified in section K525.1.6 of this appendix, that, when taken, would result in an IFSD rate of 0.02 or less per 1,000 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 Minister. If the aeroplane-engine combination does not meet this rate by compliance with an existing 120-minute CMP document, then new or additional CMP requirements that the applicant has demonstrated would achieve this IFSD rate must be added to the CMP document.
  - (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 Minister. If the aeroplane-engine combination does not meet this rate by compliance with an existing 120-minute or 180-minute CMP document, then new or additional CMP requirements that the applicant has demonstrated would achieve this IFSD rate must be added to the CMP document.
- (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 aeroplane-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 power level was not achieved, including engine flameouts. Planned IFSD's performed during flight training need not be included. For each item, the applicant must provide—
      - (A) Each aeroplane and engine make, model, and serial number;
      - (B) Engine configuration, and major modification 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 (using 6- and 12-month rolling averages), 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, turnbacks, diversions, and flights that continue to destination after the event.
    - (iv) The total number of engine hours and cycles, the number of hours for the engine with the highest number of hours, the number of cycles for the engine with the highest number of cycles, and the distribution of 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) The cause or potential cause of each item listed in K525.2.1(c)(1)(i) must have a corrective 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 K525.1.6. 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 extended operations (ETOPS); or
      - (B) Is at or below 0.01 per 1,000 world-fleet engine-hours for approval greater than 180-minute extended operations (ETOPS).
- (d) Aeroplane systems assessment. The applicant must conduct an aeroplane systems assessment. The applicant must show that the aeroplane systems comply with 525.1309(b) using available in-service reliability data for extended operations (ETOPS) significant systems on the candidate aeroplane-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. Each corrective action must be identified in the CMP document specified in section K525.1.6 of this appendix. A corrective action is not required if the problem would not significantly impact the safety or reliability of the aeroplane system involved. A relevant problem is a problem with an extended operations (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 aeroplanes to the extent such information is reasonably available.
- (e) Aeroplane flight test. The applicant must conduct a flight test to validate the flight crew’s ability to safely conduct an extended operations (ETOPS) diversion with an inoperative engine and worst-case extended operations (ETOPS) significant system failures and malfunctions that could occur in service. The flight test must validate the aeroplane's flying qualities and performance with the demonstrated failures and malfunctions.

K525.2.2 Early ETOPS method.

An applicant for extended operations (ETOPS) type design approval using the Early ETOPS method must comply with the following requirements:

(a) Assessment of relevant experience with aeroplanes previously certificated under Chapter 525. The applicant must identify specific corrective actions taken on the candidate aeroplane to prevent relevant design, manufacturing, operational, and maintenance problems experienced on aeroplanes previously certificated under Chapter 525 manufactured by the applicant. Specific corrective actions are not required if the nature of a problem is such that the problem would not significantly impact the safety or reliability of the aeroplane system involved. A relevant problem is a problem with an extended operations (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 supplier-provided extended operations (ETOPS) group 1 significant systems and similar or identical equipment used on aeroplanes built by other manufacturers to the extent such information is reasonably available.
(b) Propulsion system design.
- (1) The engine used in the applicant's aeroplane design must be approved as eligible for Early ETOPS in accordance with 533.201 of this manual.
- (2) The applicant must design the propulsion system to preclude failures or malfunctions that could result in an IFSD. The applicant must show compliance with this requirement by analysis, test, in-service experience on other aeroplanes, or other means acceptable to the Minister. 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.
(c) Maintenance and operational procedures. The applicant must validate all maintenance and operational procedures for extended operations (ETOPS) significant systems. The applicant must identify, track, and resolve any problems found during the validation in accordance with the problem tracking and resolution system specified in K525.2.2(h) of this appendix.
(d) Propulsion system validation test.
- (1) The installed engine configuration for which approval is being sought must comply with 533.201(c) of this manual. The test engine must be configured with a complete aeroplane nacelle package, including engine-mounted equipment, except for any configuration differences 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 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 525.1529.
- (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 K525.2.2 (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 aeroplane 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 aeroplane must be tested for 3,000 equivalent aeroplane 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 K525.2.2(h) of this appendix.
(g) Aeroplane demonstration. For each aeroplane-engine combination to be approved for extended operations (ETOPS), the applicant must flight test at least one aeroplane to demonstrate that the aeroplane, and its components and equipment are capable of functioning properly during extended operations (ETOPS) flights and diversions of the longest duration for which the applicant seeks approval. This flight testing may be performed in conjunction with, but may not substitute for, the flight testing required by section 521.47 of the Canadian Aviation Regulations.
- (1) The aeroplane demonstration flight test program must include:
  - (i) Flights simulating actual extended operations (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 aeroplanes used for the aeroplane 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 crew's ability to safely conduct an extended operations (ETOPS) diversion with worst-case extended operations (ETOPS) significant system failures or malfunctions that could occur in service.
  - (v) Diversions to airports that represent airports of the types used for extended operations (ETOPS) diversions.
  - (vi) Repeated exposure to humid and inclement weather on the ground followed by a long-duration flight at normal cruise altitude.
- (2) The aeroplane demonstration flight test program must validate the adequacy of the aeroplane's flying qualities and performance, and the flight crew's ability to safely conduct an extended operations (ETOPS) diversion under the conditions specified in K525.2.2(g)(1) of this appendix.
- (3) During the aeroplane demonstration flight test program, each test aeroplane must be operated and maintained using the applicant's recommended operating and maintenance procedures.
- (4) At the completion of the aeroplane demonstration flight test program, each extended operations (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. The applicant must identify, track and resolve any abnormal conditions in accordance with the problem tracking and resolution system specified in K525.2.2(h) of this appendix.

(h) 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 Minister of each occurrence specified in K525.2.2(j) of this appendix encountered during the phases of aeroplane and engine development used to assess Early ETOPS eligibility.
  FAR: (i) Contain a process for prompt reporting to the responsible FAA aircraft certification office 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 Minister of each proposed corrective action that the applicant determines necessary for each problem identified from the occurrences reported under K525.2.2(h)(1)(i) of this appendix. The timing of the notification must permit appropriate review by the Minister before taking the proposed corrective action.

(2) If the applicant is seeking extended operations (ETOPS) type design approval of a change to an aeroplane-engine combination previously approved for extended operations (ETOPS), the problem tracking and resolution system need only address those problems specified in the following table, provided the applicant obtains prior authorization from the Minister:

If the change does not require a new aeroplane type certificate and...

Then the Problem Tracking and Resolution System must address...

(i) Requires a new engine type certificate...

All problems applicable to the new engine installation, and for the remainder of the aeroplane, problems in changed systems only.

(ii) Does not require a new engine type certificate...

Problems in changed systems only.

(i) Acceptance criteria. The type and frequency of failures and malfunctions on extended operations (ETOPS) significant systems that occur during the aeroplane flight test program and the aeroplane demonstration flight test program specified in K525.2.2(g) of this appendix must be consistent with the type and frequency of failures and malfunctions that would be expected to occur on currently certificated aeroplanes approved for ETOPS.
(j) Extended operations (ETOPS) reporting requirements. The following occurrences must be reported in meeting the requirements of K525.2.2(h)(1)(i) of this appendix:
FAR: ETOPS reporting requirements. In implementing this system, the type certificate holder must report the following occurrences:
- (1) IFSDs, except planned IFSDs performed for flight training.
- (2) For two-engine aeroplanes, IFSD rates.
- (3) Inability to control an engine or obtain desired thrust or power.
- (4) Precautionary thrust or power reductions.
- (5) Degraded ability to start an engine in flight.
- (6) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.
- (7) Turn backs or diversions for failures, malfunctions, or defects associated with an extended operations (ETOPS) group 1 significant system.
- (8) Loss of any power source for an extended operations (ETOPS) group 1 significant system, including any power source designed to provide backup power for that system.
- (9) Any event that would jeopardize the safe flight and landing of the aeroplane on an extended operations (ETOPS) flight.
- (10) Any unscheduled engine removal for a condition that could result in one of the reportable occurrences listed in this paragraph.

K525.2.3. Combined service experience and Early ETOPS method.
An applicant for extended operations (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 aeroplane-engine combination.
- (b) The Early ETOPS requirements of K525.2.2, except for the aeroplane demonstration specified in K525.2.2(g) of this appendix; and
- (c) The flight test requirement of K525.2.1(e) of this appendix.

K525.3. Aeroplanes with more than two engines.

An applicant for extended operations (ETOPS) type design approval of an aeroplane with more than two engines must use one of the methods described in K525.3.1, K525.3.2, or K525.3.3 of this appendix.

K525.3.1 Service experience method.
An applicant for extended operations (ETOPS) type design approval using the service experience method must comply with K525.3.1(a) of this appendix before conducting the aeroplane systems assessment specified in K525.3.1(b), and the flight test specified in K525.3.1(c) of this appendix.
- (a) Service experience. The world fleet for the aeroplane-engine combination must accumulate a minimum of 250,000 engine-hours. The Minister may reduce this number of hours if the applicant identifies compensating factors that are acceptable to the Minister. The compensating factors may include experience on another aeroplane, but experience on the candidate aeroplane must make up a significant portion of the total required service experience.
- (b) Aeroplane systems assessment. The applicant must conduct an aeroplane systems assessment. The applicant must show that the aeroplane systems comply with 525.1309(b) using available in-service reliability data for extended operations (ETOPS) significant systems on the candidate aeroplane-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. Each corrective action must be identified in the CMP document specified in K525.1.6 of this appendix. A corrective action is not required if the problem would not significantly impact the safety or reliability of the aeroplane system involved. A relevant problem is a problem with an extended operations (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 aeroplanes to the extent such information is reasonably available.
- (c) Aeroplane flight test. The applicant must conduct a flight test to validate the flight crew's ability to safely conduct an extended operations (ETOPS) diversion with an inoperative engine and worst-case extended operations (ETOPS) significant system failures and malfunctions that could occur in service. The flight test must validate the aeroplane's flying qualities and performance with the demonstrated failures and malfunctions.

K525.3.2 Early ETOPS method.