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a)  Engineering modifications. The operator should provide to the State of Registry and, where applicable, to the State of the Operator the titles and numbers of all modifications, additions and changes which were made in order to substantiate the incorporation of the configuration maintenance and procedures (CMP) standard in the aeroplanes used in extended diversion time operations. As provided by Section 4.7.2 of Annex 6, Part 1, since the aeroplanes with more than two engines, for which an application for type certification was submitted prior to [applicability date of the pending Annex 6 standard], need not comply with the requirements of Annex 8, Part IIIB, G.2.8, there will be no requirement for engineering modification for configuration changes except for installation of cargo fire suppression system as required by Section 4.7.6 of Annex 6, Part
1.
b)  Maintenance procedures. If changes to established maintenance and training procedures, practices or limitations are required in order to qualify for extended diversion time operations, then these changes should be submitted to the State of the Operator and, where applicable, to the State of Registry, before such changes may be adopted.
c)  Reliability reporting. The reliability reporting programme, supplemented as appropriate and approved should be implemented prior to and continued after approval of extended diversion time operations. Data from this process should result in a suitable summary of problem events, reliability trends and corrective actions and should be provided regularly to the State of the Operator and to the concerned airframe and engine manufacturers.
d)  Modifications and inspections implementation. Approved modifications and inspections that would maintain the reliability objective for the propulsion system and airframe systems as a consequence of AD actions and revised CMP standards should be promptly implemented. Other recommendations made by the engine and airframe manufacturers should also be considered for prompt implementation. This would apply to both installed and spare parts.
e)  Aeroplane dispatch and verification procedures. Procedures and centralized control processes should be established which would preclude an aeroplane’s being dispatched for extended diversion time operations after propulsion system shutdown or primary airframe system failure on a previous flight, or significant adverse trends in system performance, without appropriate corrective action having been taken. Confirmation of such action as being appropriate may, in some cases, require successful completion of verification in a flight. Such verification may be accomplished in a non-revenue flight or a revenue flight with non-extended diversion time operations. If such verification is to be conducted on a regular scheduled revenue flight with extended diversion time operations, then the verification of the affected system should be satisfactorily completed prior to reaching the extended diversion time entry point. The operator should establish verification flight procedures. 
f)  Maintenance programme. The operator’s maintenance programme should ensure that the airframe and propulsion systems will continue to be maintained at the level of performance and reliability necessary for extended diversion time operations. This includes such programmes as an engine condition monitoring programme and an engine oil consumption monitoring programme and, if appropriate, an APU in flight start monitoring programme.
g)  Considerations affecting sub-contracted maintenance. Maintenance personnel involved in extended diversion time operations should be aware of any potential additional requirements of the maintenance programme associated with extended diversion time operations. When maintenance is sub-contracted, the operator should ensure that the maintenance and all airworthiness flight dispatch procedures are performed to the standard as defined in the operator’s approved maintenance programme.
　
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