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2.5.2.2  If extended diversion time operations-related tasks are identified, then these tasks should be included on the operator’s routine work forms and related instructions.
2.5.2.3  Extended diversion time operations-related procedures, such as involvement of centralized maintenance control, should be clearly defined in the operator’s programme.
2.5.2.4 A service check should include verification that the status of the aircraft and certain critical items are acceptable for extended diversion time operations. This check should be accomplished and signed off by an adequately trained maintenance person prior to an extended diversion time operations flight.
2.5.2.5  Log books should be reviewed and documented as appropriate to ensure proper MEL procedures, deferred items and maintenance checks and that system verification procedures have been performed.
2.5.3  Extended diversion time operations manual
The operator should develop a manual for use by personnel involved in extended diversion time operations. This manual need not include, but should at least refer to, the maintenance programme and other requirements described by this Chapter and clearly indicate where they are located in the operator’s manual system. All extended diversion time operations requirements, including supportive programme procedures, duties and responsibilities, should be identified and be subject to revision control. Alternatively the operator may include this information in existing manuals used by personnel involved in extended diversion time operations.
2.5.4  Oil consumption programme
The operator’s oil consumption programme should reflect the manufacturer’s recommendations and be sensitive to oil consumption trends. It should consider the amount of oil added at all stations with reference to the running average consumption, i.e., the monitoring should be continuous up to, and including, oil added at the departure station. If oil analysis is relevant to this make and model, it should be included in the programme. If the auxiliary power-unit (APU) is required for extended diversion time operations, it should be included in the oil consumption programme. 
2.5.5 Engine condition monitoring
2.5.5.1 This programme should describe the parameters to be monitored, method of data collection and corrective action process. The programme should reflect manufacturer’s instructions and industry practice. This trend monitoring should be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected.
2.5.5.2  The programme should ensure that engine limit margins are maintained so that a prolonged one-engine inoperative diversion may be conducted without exceeding approved engine limits (e.g., rotor speeds, exhaust gas temperatures) at all approved power levels and expected environmental conditions. Engine margins preserved through this programme should account for the effects of additional engine loading demands (e.g., anti-ice, electrical, etc.) which may be required during the one-engine inoperative flight phase associated with a diversion.
2.5.6  Verification programme
The operator should develop a verification programme, or procedures should be established, to ensure corrective action following an engine shut-down, primary system failure, adverse trends or any prescribed events which require verification flight or other action and should establish means to assure their accomplishment. A clear description of who should initiate verification actions and the section or group responsible for the determination of what action is necessary should be identified in the programme. Primary systems or conditions requiring verification actions should be described in the operator’s extended diversion time operations manual.
2.5.7 Reliability programme
2.5.7.1 An extended diversion time operations reliability programme should be developed or the existing reliability programme supplemented, if appropriate. This programme should be designed with early identification and prevention of extended diversion time operations-related problems as the primary goal. The programme should be event-orientated and incorporate reporting procedures for significant events detrimental to extended diversion time operations flights. This information should be readily available for use by the operator and the State of the Operator to help establish that the reliability level is adequate and to assess the operator’s competence and capability to safely continue extended diversion time operations. Regardless of the reliability level, it is possible that a particular event may also warrant corrective action implementation even though the required engine inflight shutdown rate is not being exceeded. It is recommended that the State of the Operator should be notified within a short time (usually 96 hours) of events reportable through this programme. 
　
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