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 2.6.4.8 Cargo compartment fire suppression. An analysis or tests should be made to verify that the ability of the fire suppression system to suppress or extinguish fires is adequate to ensure that flight safety is not compromised, considering the maximum diversion time required to reach a suitable aerodrome for landing.
 2.6.4.9 Communication and navigation. It should be shown that under all combinations of propulsion and/or aeroplane system failures which are not extremely improbable, there will be available a reliable means of communication, a sufficiently accurate means of navigation and any required route and destination guidance needed to comply with contingency procedures and achieve continued safe flight and landing at a suitable aerodrome.
 2.6.4.10 Cabin pressurization. Loss of cabin pressure can affect the flight crew's ability to cope with adverse operating conditions. A review of redundancy features should be undertaken to ensure that the likelihood of such loss is minimized under one-engine inoperative conditions. Aeroplane performance data should be provided or referenced in the flight manual to enable the flight crew to verify whether an extended diversion time operation can be completed after loss of pressure and subsequent operation at a lower altitude.
2.6.4.11 Auxiliary power-unit. If the auxiliary power-unit is considered an essential item of equipment, it should be capable of restart and operation at any altitude suitable for flight with one propulsion system inoperative.
2.6.4.12  Fuel systems. The aeroplane fuel system should maintain the engine inlet fuel pressure and flow to all operable engines throughout any diversion. Fuel necessary to complete the extended diversion time operation should be available to the operating engine(s) after an engine failure and other system failures unless the combination is shown to be extremely improbable. For aeroplanes with application for Type Certificate after the effective date of this revision, alerts should be displayed to the flight crew when the quantity of fuel available to the engines falls below that level required to complete the operation. These alerts should include provisions for abnormal fuel management or transfer between tanks, and possible loss of fuel.
2.6.5 Assessment of manufacturer’s maintenance instructions
2.6.5.1 An assessment should be made of the manufacturer's maintenance instructions with the object of eliminating the possibility of such errors as could produce hazardous and catastrophic effects during extended diversion time operations.
2.6.5.2  Maintenance errors can, in general, be divided into two types:
a)  those errors which increase system failure rates and which can, to some extent, be allowed for in the assessment of failure rates; and
b)  those errors which may result in a condition where a system cannot fulfil its design function. It is not usually possible to quantify such errors. An assessment should be made of the design and of the maintenance instructions with the object of eliminating the possibility of errors which could produce hazardous and catastrophic effects.
2.6.6  Flight manual information
For extended diversion time operations, at least the following information should be included or referenced in the flight manual:
a)  the maximum flight time, one engine inoperative, for which the systems and engines reliability and capacity of time-limited systems has been approved in accordance with the airworthiness requirements established for extended diversion time operations;
b)  a list of additional equipment installed to meet the airworthiness requirements for extended diversion time operations;
c)  additional performance data, including limitations, and flight procedures appropriate to extended diversion time operations; and
d)  a statement to the effect that the aeroplane systems associated with extended diversion time operations meet the required airworthiness and performance criteria but that the meeting of such criteria does not by itself constitute approval to conduct extended diversion time operations.
　
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