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2.6.3.3 In assessing individual systems, due account should be taken of previous experience with similar systems.
2.6.3.4 The assessment should take account of the variation of performance of the system(s). Statistical distribution of performance parameters may be used.
2.6.3.5 Compliance with reliability levels, which are related in the requirements to catastrophic effects, should not be established on the basis of assessed numerical values alone, unless these values can be substantiated beyond reasonable doubt.
2.6.3.6 The probability of a single failure of a system or component may be accepted as being remote only when the system or component is assessed to have the necessary order of reliability based on either:
a)  service experience which analysis shows to be applicable, supported by analysis and/or testing of the particular design; or
b)  a detailed engineering evaluation of the design supported by testing.
2.6.3.7 The probability of a single failure of a system or component may be assessed as being extremely improbable only when it applies to a particular mode of failure (e.g. jamming) and it can be shown to the satisfaction of the certificating authority from the aspects of construction and installation that such a failure need not be considered as a practical possibility.
2.6.3.8  The probability of crew error combined with system failures may be difficult to substantiate in meaningful statistical terms. In considering the probability of crew errors combined with system failures, an evaluation of the likelihood of such errors and their consequences should be made.
2.6.3.9 In the analysis and demonstration of systems reliability, special consideration should be given to the expected duration of aeroplane flights associated with extended diversion time operations.
2.6.3.10 The following areas of concern are significant in regard to the extension of range of aeroplanes with turbine engines. As a minimum these areas should be emphasized in the reliability assessment:
a)  no system or equipment failure or combination of failures, not shown to be improbable, should result in a propulsion system failure, either as a direct result of the failure condition or due to crew action resulting from false or misleading information;
b)  in the event of engine failure, cascading failures or consequential damage or failure of remaining systems or equipment should not preclude continued safe flight and landing of the aeroplane;
c)  in the presence of extended-duration one engine inoperative operation, and considering the resulting limitations on the performance of the aeroplane type, malfunction of remaining systems and equipment should not jeopardize the continued safe flight and landing of the aeroplane or place additional sustained workload on the crew;
d)  during extended duration with one engine inoperative, secondary power (electrical, hydraulic, pneumatic), should continue to be available at the levels necessary to permit continued safe flight and landing. Unless it can be shown that cabin pressure can be maintained with one engine inoperative at the altitude required for continued flight to a suitable aerodrome, oxygen capacity should be available to sustain the passengers and crew for the maximum diversion time; and
e)  the aeroplane is capable of continued safe flight and landing for any single failure or combination of failure conditions of electrical power not shown to be extremely improbable, considering the maximum diversion time the aeroplane is approved for.
2.6.3.11  One of the elements considered for the authorization of extended diversion time operations is the maturity and reliability of the propulsion system appropriate to the flight duration and the maximum extended diversion time.
a)  For extended diversion time operations of 180 minutes or less, the reliability target of the propulsion system should be such that the risk of catastrophic loss of thrust from independent causes is extremely remote.
　
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