Special Conditions: Societe de Motorisation Aeronautiques (SMA) Engines, Inc., Cessna Models 182Q and 182R; Diesel Cycle Engine Using Turbine (Jet) Fuel, 8543-8547 [E6-2285]
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Federal Register / Vol. 71, No. 33 / Friday, February 17, 2006 / Proposed Rules
(i) The annualized promissory note
installment plus the cost of taxes and
insurance less twenty-five percent of the
borrower’s adjusted income; or
(ii) The annualized promissory note
installment less amount the borrower
would pay if the loan were amortized at
an interest rate of one percent.
(2) Payment assistance method 1. The
amount of payment assistance granted is
the difference between the annualized
note rate installment as prescribed on
the promissory note and the lesser of:
(i) The floor payment, which is
defined as a minimum percentage of
adjusted income that the borrower must
pay for PITI: 22 percent for very lowincome borrowers, 24 percent for lowincome borrowers with adjusted income
below 65 percent of area adjusted
median, and 26 percent for low-income
borrowers with adjusted incomes
between 65 and 80 percent of area
adjusted median; or
(ii) The annualized note rate
installment and the payment at the
equivalent interest rate, which is
determined by a comparison of the
borrower’s adjusted income to the
adjusted median income for the area in
which the security property is located.
The following chart is used to determine
the equivalent interest rate.
Percentage of Median Income and the
Equivalent Interest Rate
When the applicant’s adjusted income
is:
THEN the
equivalent interest rate is 1
(percent)
Equal to or more than:
(percent)
BUT less than:
00 ............................................................................
50.01 .......................................................................
55 ............................................................................
60 ............................................................................
65 ............................................................................
70 ............................................................................
75 ............................................................................
80.01 .......................................................................
90 ............................................................................
100 ..........................................................................
110 ..........................................................................
50.01 of adjusted median income ..................................................................
55 of adjusted median income .......................................................................
60 of adjusted median income .......................................................................
65 of adjusted median income .......................................................................
70 of adjusted median income .......................................................................
75 of adjusted median income .......................................................................
80.01 of adjusted median income ..................................................................
90 of adjusted median income .......................................................................
100 of adjusted median income .....................................................................
110 of adjusted median income .....................................................................
Or more than adjusted median income ..........................................................
1 Or
1
2
3
4
5
6
6.5
7.5
8.5
9
9.5
note rate, whichever is less; in no case will the equivalent interest rate be less than one percent.
(d) Calculation of interest credit. The
amount of interest credit granted is the
difference between the note rate
installment as prescribed on the
promissory note and the greater of:
(1) Twenty percent of the borrower’s
adjusted income less the cost of real
estate taxes and insurance, or
(2) The amount the borrower would
pay if the loan were amortized at an
interest rate of one percent.
(e) Annual review. The borrower’s
income will be reviewed annually to
determine whether the borrower is
eligible for continued payment subsidy.
The borrower must notify RHS
whenever an adult member of the
household changes or obtains
employment, there is a change in
household composition, or if income
increases by at least 10 percent so that
RHS can determine whether a review of
the borrower’s circumstances is
required.
Dated: February 3, 2006.
Thomas C. Dorr,
Under Secretary, Rural Development.
[FR Doc. 06–1349 Filed 2–16–06; 8:45 am]
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8543
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE239; Notice No. 23–06–01–
SC]
Special Conditions: Societe de
Motorisation Aeronautiques (SMA)
Engines, Inc., Cessna Models 182Q
and 182R; Diesel Cycle Engine Using
Turbine (Jet) Fuel
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed special
conditions.
AGENCY:
SUMMARY: This notice proposes special
conditions for the Cessna Models 182Q
and 182R airplanes with a Societe de
Motorisation Aeronautiques (SMA)
Model SR305–230 aircraft diesel engine
(ADE). This airplane will have a novel
or unusual design feature(s) associated
with the installation of a diesel cycle
engine utilizing turbine (jet) fuel. The
applicable airworthiness regulations do
not contain adequate or appropriate
safety standards for installation of this
new technology engine. These proposed
special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
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Comments must be received on
or before June 19, 2006.
ADDRESSES: Comments on this proposal
may be mailed in duplicate to: Federal
Aviation Administration, Regional
Counsel, ACE–7, Attention: Rules
Docket, Docket No. CE239, 901 Locust,
Room 506, Kansas City, Missouri 64106,
or delivered in duplicate to the Regional
Counsel at the above address.
Comments must be marked: CE239.
Comments may be inspected in the
Rules Docket weekdays, except Federal
holidays, between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT:
Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Kansas City,
Missouri, 816–329–4135, fax 816–329–
4090.
SUPPLEMENTARY INFORMATION:
DATES:
Comments Invited
Interested persons are invited to
participate in the making of these
proposed special conditions by
submitting such written data, views, or
arguments, as they may desire.
Communications should identify the
regulatory docket or notice number and
be submitted in duplicate to the address
specified above. All communications
received on or before the closing date
for comments will be considered by the
Administrator. The proposals described
in this notice may be changed in light
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Federal Register / Vol. 71, No. 33 / Friday, February 17, 2006 / Proposed Rules
of the comments received. All
comments received will be available in
the Rules Docket for examination by
interested persons, both before and after
the closing date for comments. A report
summarizing each substantive public
contact with FAA personnel concerning
this rulemaking will be filed in the
docket. Persons wishing the FAA to
acknowledge receipt of their comments
submitted in response to this notice
must include with those comments a
self-addressed, stamped postcard on
which the following statement is made:
‘‘Comments to CE239.’’ The postcard
will be date stamped and returned to the
commenter.
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Background
An application for a Supplemental
Type Certification of Cessna Models
182Q and 182R airplanes for the
installation of an SMA Model SR305–
230 was made on March 19, 2004, by
the Societe de Motorisation
Aeronautiques (SMA) Engines, Inc.
through the Atlanta Aircraft
Certification Office (ACO). The airplane
is powered by a SMA Model SR305–230
aircraft diesel engine (ADE), type
certificated in the United States, type
certificate number E00067EN.
In anticipation of the reintroduction
of diesel engine technology into the
small airplane fleet, the FAA issued
Policy Statement PS–ACE100–2002–004
on May 15, 2004, which identified areas
of technological concern involving
introduction of new technology diesel
engines into small airplanes. For a more
detailed summary of the FAA’s
development of diesel engine
requirements, refer to this policy.
The general areas of concern involved
the power characteristics of the diesel
engines, the use of turbine fuel in an
airplane class that has typically been
powered by gasoline fueled engines, and
the vibration characteristics and failure
modes of diesel engines. These concerns
were identified after review of the
historical record of diesel engine used
in aircraft and a review of the 14 CFR
part 23 regulations, which identified
specific regulatory areas that needed to
be evaluated for applicability to diesel
engine installations. These concerns are
not considered universally applicable to
all types of possible diesel engines and
diesel engine installations. However,
after review of the SMA installation,
and applying the provisions of the
diesel policy, the FAA proposes these
fuel system and engine related special
conditions. Other special conditions
issued in a separate notice include
special conditions for HIRF and
application of § 23.1309 provisions to
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the Full Authority Digital Engine
Control (FADEC).
Type Certification Basis
Under the provisions of 14 CFR 21.17,
Societe de Motorisation Aeronautiques
(SMA) Engines, Inc. must show that the
Cessna Models 182Q and 182R airplanes
with the installation of an SMA Model
SR305–230 meet the applicable
provisions of 14 CFR part 23, as
amended by Amendments 23–1 through
23–51 and CAR 3 thereto. In addition,
the certification basis includes special
conditions and equivalent levels of
safety for the following:
Special Conditions:
• Engine torque (Provisions similar to
§ 23.361, paragraphs (b)(1) and (c)(3)).
• Flutter (Compliance with § 23.629,
paragraphs (e)(1) and (2)).
• Powerplant—Installation
(Provisions similar to § 23.901(d)(1) for
turbine engines).
• Powerplant—Fuel System—Fuel
system with water saturated fuel
(Compliance with § 23.951
requirements).
• Powerplant—Fuel System—Fuel
system hot weather operation
(Compliance with § 23.961
requirements).
• Powerplant—Fuel system—Fuel
tank filler connection (Compliance with
§ 23.973(f) requirements).
• Powerplant—Fuel system—Fuel
tank outlet (Compliance with § 23.977
requirements).
• Equipment—General—Powerplant
Instruments (Compliance with § 23.1305
requirements).
• Operating Limitations and
Information—Powerplant limitations—
Fuel grade or designation (Compliance
with § 23.1521(d) requirements).
• Markings and Placards—
Miscellaneous markings and placards—
Fuel, oil, and coolant filler openings
(Compliance with § 23.1557(c)(1)
requirements).
• Powerplant—Fuel system—FuelFreezing.
• Powerplant Installation—Vibration
levels.
• Powerplant Installation—One
cylinder inoperativ.e
• Powerplant Installation—High
Energy Engine Fragments.
Equivalent levels of safety for:
• Cockpit controls—23.777(d).
• Motion and effect of cockpit
controls—23.779(b).
• Ignition switches—23.1145.
The type certification basis includes
exemptions, if any; equivalent level of
safety findings, if any; and the special
conditions adopted by this rulemaking
action.
In addition, if the regulations
incorporated by reference do not
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provide adequate standards with respect
to the change, the applicant must
comply with certain regulations in effect
on the date of application for the
change. The type certification basis for
the modified airplanes is as stated
previously with the following
modifications:
If the Administrator finds that the
applicable airworthiness regulations
(i.e., part 23) do not contain adequate or
appropriate safety standards for the
Cessna Models 182Q and 182R airplanes
with the installation of an SMA Model
SR305–230 because of a novel or
unusual design feature, special
conditions are prescribed under the
provisions of § 21.16.
In addition to the applicable
airworthiness regulations and special
conditions, the Cessna Models 182Q
and 182R airplanes with the installation
of an SMA Model SR305–230 must
comply with the 14 CFR 21.115 noise
certification requirements of 14 CFR
part 36.
Special conditions, as appropriate, as
defined in § 11.19, are issued in
accordance with § 11.38, and become
part of the type certification basis in
accordance with § 21.17.
Special conditions are initially
applicable to the model for which they
are issued. Should the applicant apply
for a supplemental type certificate to
modify any other model included on the
same type certificate to incorporate the
same novel or unusual design feature,
the special conditions would also apply
to the other model under the provisions
of § 21.17.
Novel or Unusual Design Features
The Cessna Models 182Q and 182R
airplanes with the installation of an
SMA Model SR305–230 will incorporate
the following novel or unusual design
features:
The Cessna Models 182Q and 182R
airplanes with the installation of an
SMA Model SR305–230 will incorporate
an aircraft diesel engine utilizing
turbine (jet) fuel.
Applicability
As discussed above, these special
conditions are applicable to the Cessna
Models 182Q and 182R airplanes with
the installation of an SMA Model
SR305–230.
Conclusion
This action affects only certain novel
or unusual design features on one model
series of airplane. It is not a rule of
general applicability, and it affects only
the applicant who applied to the FAA
for approval of these features on the
airplane.
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List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and
symbols.
Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and
44701; 14 CFR 21.16 and 21.17; and 14 CFR
11.38 and 11.19.
Discussion
The major concerns identified in the
development of FAA policy deal with
the installation of the diesel engine and
its vibration levels under normal
operating conditions and with one
cylinder inoperative, the
accommodation of turbine fuels in
airplane systems that have generally
evolved based on gasoline requirements,
the anticipated use of a FADEC to
control the engine, and the appropriate
limitations and indications for a diesel
engine powered airplane. The general
concerns associated with the aircraft
diesel engine installation are as follows:
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Installation and Vibration Requirements.
Fuel and Fuel System Related
Requirements.
FADEC and Electrical System
Requirements.
Limitations and Indications.
Installation and Vibration
Requirements: These special conditions
include requirements similar to the
requirements of § 23.901(d)(1) for
turbine engines. In addition to the
requirements of § 23.901 applied to
reciprocating engines, the applicant will
be required to construct and arrange
each diesel engine installation to result
in vibration characteristics that do not
exceed those established during the type
certification of the engine; and do not
exceed vibration characteristics that a
previously certificated airframe
structure has been approved for, unless
such vibration characteristics are shown
to have no effect on safety or continued
airworthiness. The engine limit torque
design requirements as specified in
§ 23.361 are also modified.
An additional requirement to consider
vibration levels and/or effects of an
inoperative cylinder was imposed. Also,
a requirement to evaluate the engine
design for the possibility of, or effect of,
liberating high-energy engine fragments,
in the event of a catastrophic engine
failure, requirements was added.
Fuel and Fuel System Related
Requirements: Due to the use of turbine
fuel, this airplane must comply with the
requirements in § 23.951(c).
Section 23.961 will be complied with
using the turbine fuel requirements.
These requirements will be
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substantiated by flight-tests as described
in Advisory Circular AC 23–8B, Flight
Test Guide for Certification of Part 23
Airplanes.
This special condition specifically
requires testing to show compliance to
§ 23.961 and adds the possibility of
testing non-aviation diesel fuels.
To ensure fuel system compatibility
and reduce the possibility of misfueling,
and discounting the first clause of
§ 23.973(f) referring to turbine engines,
the applicant will comply with
§ 23.973(f).
Due to the use of turbine fuel, the
applicant will comply with
§ 23.977(a)(2), and § 23.977(a)(1) will
not apply. ‘‘Turbine engines’’ will be
interpreted to mean ‘‘aircraft diesel
engine’’ for this requirement. An
additional requirement to consider the
possibility of fuel freezing was imposed.
Due to the use of turbine fuel, the
applicant will comply with
§ 23.1305(c)(8).
Due to the use of turbine fuel, the
applicant must comply with
§ 23.1557(c)(1)(ii). Section
23.1557(c)(1)(i) will not apply. ‘‘Turbine
engine’’ is interpreted to mean ‘‘aircraft
diesel engine’’ for this requirement.
Limitations and Indications:
Critical engine parameters for this
installation that will be displayed
include the following:
(1) Fuel temperature.
Due to the use of turbine fuel, the
requirements for § 23.1521(d), as
applicable to fuel designation for
turbine engines, will apply.
The Proposed Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the type certification basis for Cessna
Model 182Q or 182R airplane with SMA
SR305–230 installed.
1. Engine Torque (Provisions Similar to
§ 23.361, Paragraphs (b)(1) and (c)(3))
(a) For diesel engine installations, the
engine mounts and supporting structure
must be designed to withstand the
following:
(1) A limit engine torque load
imposed by sudden engine stoppage due
to malfunction or structural failure.
The effects of sudden engine stoppage
may alternately be mitigated to an
acceptable level by utilization of
isolators, dampers clutches and similar
provisions, so that unacceptable load
levels are not imposed on the previously
certificated structure.
(b) The limit engine torque obtained
in CAR 3.195(a)(1) and (a)(2) or 14 CFR
23.361(a)(1) and (a)(2) must be obtained
by multiplying the mean torque by a
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factor of four in lieu of the factor of two
required by CAR 3.195(b) and 14 CFR
23.361(c)(3).
2. Flutter—(Compliance With § 23.629
(e)(1) and (e)(2) Requirements)
The flutter evaluation of the airplane
done in accordance with 14 CFR 23.629
must include—
(a) Whirl mode degree of freedom
which takes into account the stability of
the plane of rotation of the propeller
and significant elastic, inertial, and
aerodynamic forces, and
(b) Propeller, engine, engine mount
and airplane structure stiffness and
damping variations appropriate to the
particular configuration, and
(c) Showing the airplane is free from
flutter with one cylinder inoperative.
3. Powerplant—Installation (Provisions
Similar to § 23.901(d)(1) for Turbine
Engines)
Considering the vibration
characteristics of diesel engines, the
applicant must comply with the
following:
(a) Each diesel engine installation
must be constructed and arranged to
result in vibration characteristics that—
(1) Do not exceed those established
during the type certification of the
engine; and
(2) Do not exceed vibration
characteristics that a previously
certificated airframe structure has been
approved for—
(i) Unless such vibration
characteristics are shown to have no
effect on safety or continued
airworthiness, or
(ii) Unless mitigated to an acceptable
level by utilization of isolators, dampers
clutches and similar provisions, so that
unacceptable vibration levels are not
imposed on the previously certificated
structure.
4. Powerplant—Fuel System—Fuel
System With Water Saturated Fuel
(Compliance With § 23.951
Requirements)
Considering the fuel types used by
diesel engines, the applicant must
comply with the following:
Each fuel system for a diesel engine
must be capable of sustained operation
throughout its flow and pressure range
with fuel initially saturated with water
at 80° F and having 0.75cc of free water
per gallon added and cooled to the most
critical condition for icing likely to be
encountered in operation.
Methods of compliance that are
acceptable for turbine engine fuel
systems requirements of § 23.951(c) are
also considered acceptable for this
requirement.
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5. Powerplant—Fuel System—Fuel Flow
(Compliance With § 23.955(c)
Requirements)
In lieu of 14 CFR 23.955(c), engine
fuel system must provide at least 100
percent of the fuel flow required by the
engine, or the fuel flow required to
prevent engine damage, if that flow is
greater than 100 percent. The fuel flow
rate must be available to the engine
under each intended operating
condition and maneuver. The
conditions may be simulated in a
suitable mockup. This flow must be
shown in the most adverse fuel feed
condition with respect to altitudes,
attitudes, and any other condition that
is expected in operation.
6. Powerplant—Fuel System—Fuel
System Hot Weather Operation
(Compliance With § 23.961
Requirements)
In place of compliance with § 23.961,
the applicant must comply with the
following:
Each fuel system must be free from
vapor lock when using fuel at its critical
temperature, with respect to vapor
formation, when operating the airplane
in all critical operating and
environmental conditions for which
approval is requested. For turbine fuel,
or for aircraft equipped with diesel
cycle engines that use turbine or diesel
type fuels, the initial temperature must
be 110° F, ¥0°, +5° or the maximum
outside air temperature for which
approval is requested, whichever is
more critical.
The fuel system must be in an
operational configuration that will yield
the most adverse, that is, conservative
results.
To comply with this requirement, the
applicant must use the turbine fuel
requirements and must substantiate
these by flight-testing, as described in
Advisory Circular AC 23–8B, Flight Test
Guide for Certification of Part 23
Airplanes.
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7. Powerplant—Fuel System—Fuel Tank
Filler Connection (Compliance With
§ 23.973(f) Requirements)
In place of compliance with
§ 23.973(e) and (f), the applicant must
comply with the following:
For airplanes that operate on turbine
or diesel type fuels, the inside diameter
of the fuel filler opening must be no
smaller than 2.95 inches.
8. Powerplant—Fuel System—Fuel Tank
Outlet (Compliance With § 23.977
Requirements)
In place of compliance with
§ 23.977(a)(1) and (a)(2), the applicant
will comply with the following:
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There must be a fuel strainer for the
fuel tank outlet or for the booster pump.
This strainer must, for diesel engine
powered airplanes, prevent the passage
of any object that could restrict fuel flow
or damage any fuel system component.
9. Equipment—General—Powerplant
Instruments (Compliance With
§ 23.1305)
In addition to compliance with
§ 23.1305, the applicant will comply
with the following:
The following are required in addition
to the powerplant instruments required
in § 23.1305:
(a) A fuel temperature indictor.
(b) An outside air temperature (OAT)
indicator.
(c) An indicating means for the fuel
strainer or filter required by § 23.997 to
indicate the occurrence of
contamination of the strainer or filter
before it reaches the capacity
established in accordance with
§ 23.997(d).
Alternately, no indicator is required if
the engine can operate normally for a
specified period with the fuel strainer
exposed to the maximum fuel
contamination as specified in MIL–
5007D and provisions for replacing the
fuel filter at this specified period (or a
shorter period) are included in the
maintenance schedule for the engine
installation.
10. Operating Limitations and
Information—Powerplant Limitations—
Fuel Grade or Designation (Compliance
With § 23.1521 Requirements)
All engine parameters that have limits
specified by the engine manufacturer for
takeoff or continuous operation must be
investigated to ensure they remain
within those limits throughout the
expected flight and ground envelopes
(e.g. maximum and minimum fuel
temperatures, ambient temperatures, as
applicable, etc.). This is in addition to
the existing requirements specified by
14 CFR 23.1521(b) and (c). If any of
those limits can be exceeded, there must
be continuous indication to the flight
crew of the status of that parameter with
appropriate limitation markings.
Instead of compliance with
§ 23.1521(d), the applicant must comply
with the following:
The minimum fuel designation (for
diesel engines) must be established so
that it is not less than that required for
the operation of the engines within the
limitations in paragraphs (b) and (c) of
§ 23.1521.
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11. Markings and Placards—
Miscellaneous Markings and Placards—
Fuel, Oil, and Coolant Filler Openings
(Compliance With § 23.1557(c)(1)
Requirements)
Instead of compliance with
§ 23.1557(c)(1), the applicant must
comply with the following:
Fuel filler openings must be marked
at or near the filler cover with—
For diesel engine-powered
airplanes—
(a) The words ‘‘Jet Fuel’’; and
(b) The permissible fuel designations,
or references to the Airplane Flight
Manual (AFM) for permissible fuel
designations.
(c) A warning placard or note that
states the following or similar:
‘‘Warning—this airplane equipped
with an aircraft diesel engine, service
with approved fuels only.’’
The colors of this warning placard
should be black and white.
12. Powerplant—Fuel System—FuelFreezing
If the fuel in the tanks cannot be
shown to flow suitably under all
possible temperature conditions, then
fuel temperature limitations are
required. These will be considered as
part of the essential operating
parameters for the aircraft and must be
limitations.
A minimum takeoff temperature
limitation will be determined by testing
to establish the minimum cold-soaked
temperature at which the airplane can
operate. The minimum operating
temperature will be determined by
testing to establish the minimum
operating temperature acceptable after
takeoff from the minimum takeoff
temperature. If low temperature limits
are not established by testing, then a
minimum takeoff and operating fuel
temperature limit of 5° F above the
gelling temperature of Jet A will be
imposed along with a display in the
cockpit of the fuel temperature. Fuel
temperature sensors will be located in
the coldest part of the tank if applicable.
13. Powerplant Installation—Vibration
Levels
Vibration levels throughout the
engine operating range must be
evaluated and:
(1) Vibration levels imposed on the
airframe must be less than or equivalent
to those of the gasoline engine; or
(2) Any vibration level that is higher
than that imposed on the airframe by
the replaced gasoline engine must be
considered in the modification and the
effects on the technical areas covered by
the following paragraphs must be
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Federal Register / Vol. 71, No. 33 / Friday, February 17, 2006 / Proposed Rules
investigated: 14 CFR 23.251; 23.613;
23.627; 23.629 (or CAR 3.159, as
applicable to various models); 23.572;
23.573; 23.574 and 23.901.
Vibration levels imposed on the
airframe can be mitigated to an
acceptable level by utilization of
isolators, dampers, clutches, and similar
provisions, so that unacceptable
vibration levels are not imposed on the
previously certificated structure.
14. Powerplant Installation—One
Cylinder Inoperative
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15. Powerplant Installation—High
Energy Engine Fragments
It may be possible for diesel engine
cylinders (or portions thereof) to fail
and physically separate from the engine
at high velocity (due to the high internal
pressures). This failure mode will be
considered possible in engine designs
with removable cylinders or other nonintegral block designs. The following is
required:
(1) It must be shown by the design of
the engine that engine cylinders, other
engine components or portions thereof
(fragments) cannot be shed or blown off
of the engine in the event of a
catastrophic engine failure; or
(2) It must be shown that all possible
liberated engine parts or components do
not have adequate energy to penetrate
engine cowlings; or
(3) Assuming infinite fragment
energy, and analyzing the trajectory of
the probable fragments and components,
any hazard due to liberated engine parts
or components will be minimized and
the possibility of crew injury
eliminated. Minimization must be
considered during initial design and not
presented as an analysis after design
completion.
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BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
It must be shown by test or analysis,
or by a combination of methods, that the
airframe can withstand the shaking or
vibratory forces imposed by the engine
if a cylinder becomes inoperative. Diesel
engines of conventional design typically
have extremely high levels of vibration
when a cylinder becomes inoperative.
No unsafe condition will exist in the
case of an inoperative cylinder before
the engine can be shut down. The
resistance of the airframe structure,
propeller, and engine mount to shaking
moment and vibration damage must be
investigated. It must be shown by test or
analysis, or by a combination of
methods, that shaking and vibration
damage from the engine with an
inoperative cylinder will not cause a
catastrophic airframe, propeller, or
engine mount failure.
VerDate Aug<31>2005
Issued in Kansas City, Missouri on
February 9, 2006.
Patrick R. Mullen,
Acting Manager, Small Airplane Directorate.
Aircraft Certification Service.
[FR Doc. E6–2285 Filed 2–16–06; 8:45 am]
[Docket No. FAA–2006–23936; Directorate
Identifier 2005–NM–215–AD]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–2B19 (Regional Jet
Series 100 and 440) Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for
certain Bombardier Model CL–600–
2B19 (Regional Jet Series 100 & 440)
airplanes. This proposed AD would
require an inspection of the
manufacturer’s date code on certain
electrical relays to identify defective
Leach TDH-series electrical relays and
replacement of identified relays. This
proposed AD results from a report of
defective electrical relays affecting
emergency equipment. We are
proposing this AD to prevent the
malfunction of emergency equipment
(the passenger oxygen system, the thrust
reverse control system, and the auxiliary
power unit fire detection, warning, and
extinguishing system) during an
emergency.
We must receive comments on
this proposed AD by March 20, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to https://
dms.dot.gov and follow the instructions
for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility,
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on the
plaza level of the Nassif Building, 400
DATES:
PO 00000
Frm 00025
Fmt 4702
Sfmt 4702
8547
Seventh Street, SW., Washington, DC,
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Bombardier, Inc., Canadair,
Aerospace Group, P.O. Box 6087,
Station Centre-ville, Montreal, Quebec
H3C 3G9, Canada, for service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT:
Wing Chan, Aerospace Engineer,
Systems and Flight Test Branch, ANE–
172, FAA, New York Aircraft
Certification Office, 1600 Stewart
Avenue, suite 410, Westbury, NY 11590;
telephone (516) 228–7311; fax (516)
794–5531.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘FAA–2006–23936; Directorate
Identifier 2005–NM–215–AD’’ at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you may visit https://
dms.dot.gov.
Examining the Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
E:\FR\FM\17FEP1.SGM
17FEP1
]]>Agencies
[Federal Register Volume 71, Number 33 (Friday, February 17, 2006)]
[Proposed Rules]
[Pages 8543-8547]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-2285]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE239; Notice No. 23-06-01-SC]
Special Conditions: Societe de Motorisation Aeronautiques (SMA)
Engines, Inc., Cessna Models 182Q and 182R; Diesel Cycle Engine Using
Turbine (Jet) Fuel
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed special conditions.
-----------------------------------------------------------------------
SUMMARY: This notice proposes special conditions for the Cessna Models
182Q and 182R airplanes with a Societe de Motorisation Aeronautiques
(SMA) Model SR305-230 aircraft diesel engine (ADE). This airplane will
have a novel or unusual design feature(s) associated with the
installation of a diesel cycle engine utilizing turbine (jet) fuel. The
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for installation of this new technology
engine. These proposed special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.
DATES: Comments must be received on or before June 19, 2006.
ADDRESSES: Comments on this proposal may be mailed in duplicate to:
Federal Aviation Administration, Regional Counsel, ACE-7, Attention:
Rules Docket, Docket No. CE239, 901 Locust, Room 506, Kansas City,
Missouri 64106, or delivered in duplicate to the Regional Counsel at
the above address. Comments must be marked: CE239. Comments may be
inspected in the Rules Docket weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
FOR FURTHER INFORMATION CONTACT: Peter L. Rouse, Federal Aviation
Administration, Aircraft Certification Service, Small Airplane
Directorate, ACE-111, 901 Locust, Kansas City, Missouri, 816-329-4135,
fax 816-329-4090.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of
these proposed special conditions by submitting such written data,
views, or arguments, as they may desire. Communications should identify
the regulatory docket or notice number and be submitted in duplicate to
the address specified above. All communications received on or before
the closing date for comments will be considered by the Administrator.
The proposals described in this notice may be changed in light
[[Page 8544]]
of the comments received. All comments received will be available in
the Rules Docket for examination by interested persons, both before and
after the closing date for comments. A report summarizing each
substantive public contact with FAA personnel concerning this
rulemaking will be filed in the docket. Persons wishing the FAA to
acknowledge receipt of their comments submitted in response to this
notice must include with those comments a self-addressed, stamped
postcard on which the following statement is made: ``Comments to
CE239.'' The postcard will be date stamped and returned to the
commenter.
Background
An application for a Supplemental Type Certification of Cessna
Models 182Q and 182R airplanes for the installation of an SMA Model
SR305-230 was made on March 19, 2004, by the Societe de Motorisation
Aeronautiques (SMA) Engines, Inc. through the Atlanta Aircraft
Certification Office (ACO). The airplane is powered by a SMA Model
SR305-230 aircraft diesel engine (ADE), type certificated in the United
States, type certificate number E00067EN.
In anticipation of the reintroduction of diesel engine technology
into the small airplane fleet, the FAA issued Policy Statement PS-
ACE100-2002-004 on May 15, 2004, which identified areas of
technological concern involving introduction of new technology diesel
engines into small airplanes. For a more detailed summary of the FAA's
development of diesel engine requirements, refer to this policy.
The general areas of concern involved the power characteristics of
the diesel engines, the use of turbine fuel in an airplane class that
has typically been powered by gasoline fueled engines, and the
vibration characteristics and failure modes of diesel engines. These
concerns were identified after review of the historical record of
diesel engine used in aircraft and a review of the 14 CFR part 23
regulations, which identified specific regulatory areas that needed to
be evaluated for applicability to diesel engine installations. These
concerns are not considered universally applicable to all types of
possible diesel engines and diesel engine installations. However, after
review of the SMA installation, and applying the provisions of the
diesel policy, the FAA proposes these fuel system and engine related
special conditions. Other special conditions issued in a separate
notice include special conditions for HIRF and application of Sec.
23.1309 provisions to the Full Authority Digital Engine Control
(FADEC).
Type Certification Basis
Under the provisions of 14 CFR 21.17, Societe de Motorisation
Aeronautiques (SMA) Engines, Inc. must show that the Cessna Models 182Q
and 182R airplanes with the installation of an SMA Model SR305-230 meet
the applicable provisions of 14 CFR part 23, as amended by Amendments
23-1 through 23-51 and CAR 3 thereto. In addition, the certification
basis includes special conditions and equivalent levels of safety for
the following:
Special Conditions:
Engine torque (Provisions similar to Sec. 23.361,
paragraphs (b)(1) and (c)(3)).
Flutter (Compliance with Sec. 23.629, paragraphs (e)(1)
and (2)).
Powerplant--Installation (Provisions similar to Sec.
23.901(d)(1) for turbine engines).
Powerplant--Fuel System--Fuel system with water saturated
fuel (Compliance with Sec. 23.951 requirements).
Powerplant--Fuel System--Fuel system hot weather operation
(Compliance with Sec. 23.961 requirements).
Powerplant--Fuel system--Fuel tank filler connection
(Compliance with Sec. 23.973(f) requirements).
Powerplant--Fuel system--Fuel tank outlet (Compliance with
Sec. 23.977 requirements).
Equipment--General--Powerplant Instruments (Compliance
with Sec. 23.1305 requirements).
Operating Limitations and Information--Powerplant
limitations--Fuel grade or designation (Compliance with Sec.
23.1521(d) requirements).
Markings and Placards--Miscellaneous markings and
placards--Fuel, oil, and coolant filler openings (Compliance with Sec.
23.1557(c)(1) requirements).
Powerplant--Fuel system--Fuel-Freezing.
Powerplant Installation--Vibration levels.
Powerplant Installation--One cylinder inoperativ.e
Powerplant Installation--High Energy Engine Fragments.
Equivalent levels of safety for:
Cockpit controls--23.777(d).
Motion and effect of cockpit controls--23.779(b).
Ignition switches--23.1145.
The type certification basis includes exemptions, if any;
equivalent level of safety findings, if any; and the special conditions
adopted by this rulemaking action.
In addition, if the regulations incorporated by reference do not
provide adequate standards with respect to the change, the applicant
must comply with certain regulations in effect on the date of
application for the change. The type certification basis for the
modified airplanes is as stated previously with the following
modifications:
If the Administrator finds that the applicable airworthiness
regulations (i.e., part 23) do not contain adequate or appropriate
safety standards for the Cessna Models 182Q and 182R airplanes with the
installation of an SMA Model SR305-230 because of a novel or unusual
design feature, special conditions are prescribed under the provisions
of Sec. 21.16.
In addition to the applicable airworthiness regulations and special
conditions, the Cessna Models 182Q and 182R airplanes with the
installation of an SMA Model SR305-230 must comply with the 14 CFR
21.115 noise certification requirements of 14 CFR part 36.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the type
certification basis in accordance with Sec. 21.17.
Special conditions are initially applicable to the model for which
they are issued. Should the applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
the special conditions would also apply to the other model under the
provisions of Sec. 21.17.
Novel or Unusual Design Features
The Cessna Models 182Q and 182R airplanes with the installation of
an SMA Model SR305-230 will incorporate the following novel or unusual
design features:
The Cessna Models 182Q and 182R airplanes with the installation of
an SMA Model SR305-230 will incorporate an aircraft diesel engine
utilizing turbine (jet) fuel.
Applicability
As discussed above, these special conditions are applicable to the
Cessna Models 182Q and 182R airplanes with the installation of an SMA
Model SR305-230.
Conclusion
This action affects only certain novel or unusual design features
on one model series of airplane. It is not a rule of general
applicability, and it affects only the applicant who applied to the FAA
for approval of these features on the airplane.
[[Page 8545]]
List of Subjects in 14 CFR Part 23
Aircraft, Aviation safety, Signs and symbols.
Citation
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.17; and 14 CFR 11.38 and 11.19.
Discussion
The major concerns identified in the development of FAA policy deal
with the installation of the diesel engine and its vibration levels
under normal operating conditions and with one cylinder inoperative,
the accommodation of turbine fuels in airplane systems that have
generally evolved based on gasoline requirements, the anticipated use
of a FADEC to control the engine, and the appropriate limitations and
indications for a diesel engine powered airplane. The general concerns
associated with the aircraft diesel engine installation are as follows:
Installation and Vibration Requirements.
Fuel and Fuel System Related Requirements.
FADEC and Electrical System Requirements.
Limitations and Indications.
Installation and Vibration Requirements: These special conditions
include requirements similar to the requirements of Sec. 23.901(d)(1)
for turbine engines. In addition to the requirements of Sec. 23.901
applied to reciprocating engines, the applicant will be required to
construct and arrange each diesel engine installation to result in
vibration characteristics that do not exceed those established during
the type certification of the engine; and do not exceed vibration
characteristics that a previously certificated airframe structure has
been approved for, unless such vibration characteristics are shown to
have no effect on safety or continued airworthiness. The engine limit
torque design requirements as specified in Sec. 23.361 are also
modified.
An additional requirement to consider vibration levels and/or
effects of an inoperative cylinder was imposed. Also, a requirement to
evaluate the engine design for the possibility of, or effect of,
liberating high-energy engine fragments, in the event of a catastrophic
engine failure, requirements was added.
Fuel and Fuel System Related Requirements: Due to the use of
turbine fuel, this airplane must comply with the requirements in Sec.
23.951(c).
Section 23.961 will be complied with using the turbine fuel
requirements. These requirements will be substantiated by flight-tests
as described in Advisory Circular AC 23-8B, Flight Test Guide for
Certification of Part 23 Airplanes.
This special condition specifically requires testing to show
compliance to Sec. 23.961 and adds the possibility of testing non-
aviation diesel fuels.
To ensure fuel system compatibility and reduce the possibility of
misfueling, and discounting the first clause of Sec. 23.973(f)
referring to turbine engines, the applicant will comply with Sec.
23.973(f).
Due to the use of turbine fuel, the applicant will comply with
Sec. 23.977(a)(2), and Sec. 23.977(a)(1) will not apply. ``Turbine
engines'' will be interpreted to mean ``aircraft diesel engine'' for
this requirement. An additional requirement to consider the possibility
of fuel freezing was imposed.
Due to the use of turbine fuel, the applicant will comply with
Sec. 23.1305(c)(8).
Due to the use of turbine fuel, the applicant must comply with
Sec. 23.1557(c)(1)(ii). Section 23.1557(c)(1)(i) will not apply.
``Turbine engine'' is interpreted to mean ``aircraft diesel engine''
for this requirement.
Limitations and Indications:
Critical engine parameters for this installation that will be
displayed include the following:
(1) Fuel temperature.
Due to the use of turbine fuel, the requirements for Sec.
23.1521(d), as applicable to fuel designation for turbine engines, will
apply.
The Proposed Special Conditions
Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Cessna Model 182Q or 182R airplane with SMA SR305-230 installed.
1. Engine Torque (Provisions Similar to Sec. 23.361, Paragraphs (b)(1)
and (c)(3))
(a) For diesel engine installations, the engine mounts and
supporting structure must be designed to withstand the following:
(1) A limit engine torque load imposed by sudden engine stoppage
due to malfunction or structural failure.
The effects of sudden engine stoppage may alternately be mitigated
to an acceptable level by utilization of isolators, dampers clutches
and similar provisions, so that unacceptable load levels are not
imposed on the previously certificated structure.
(b) The limit engine torque obtained in CAR 3.195(a)(1) and (a)(2)
or 14 CFR 23.361(a)(1) and (a)(2) must be obtained by multiplying the
mean torque by a factor of four in lieu of the factor of two required
by CAR 3.195(b) and 14 CFR 23.361(c)(3).
2. Flutter--(Compliance With Sec. 23.629 (e)(1) and (e)(2)
Requirements)
The flutter evaluation of the airplane done in accordance with 14
CFR 23.629 must include--
(a) Whirl mode degree of freedom which takes into account the
stability of the plane of rotation of the propeller and significant
elastic, inertial, and aerodynamic forces, and
(b) Propeller, engine, engine mount and airplane structure
stiffness and damping variations appropriate to the particular
configuration, and
(c) Showing the airplane is free from flutter with one cylinder
inoperative.
3. Powerplant--Installation (Provisions Similar to Sec. 23.901(d)(1)
for Turbine Engines)
Considering the vibration characteristics of diesel engines, the
applicant must comply with the following:
(a) Each diesel engine installation must be constructed and
arranged to result in vibration characteristics that--
(1) Do not exceed those established during the type certification
of the engine; and
(2) Do not exceed vibration characteristics that a previously
certificated airframe structure has been approved for--
(i) Unless such vibration characteristics are shown to have no
effect on safety or continued airworthiness, or
(ii) Unless mitigated to an acceptable level by utilization of
isolators, dampers clutches and similar provisions, so that
unacceptable vibration levels are not imposed on the previously
certificated structure.
4. Powerplant--Fuel System--Fuel System With Water Saturated Fuel
(Compliance With Sec. 23.951 Requirements)
Considering the fuel types used by diesel engines, the applicant
must comply with the following:
Each fuel system for a diesel engine must be capable of sustained
operation throughout its flow and pressure range with fuel initially
saturated with water at 80[deg] F and having 0.75cc of free water per
gallon added and cooled to the most critical condition for icing likely
to be encountered in operation.
Methods of compliance that are acceptable for turbine engine fuel
systems requirements of Sec. 23.951(c) are also considered acceptable
for this requirement.
[[Page 8546]]
5. Powerplant--Fuel System--Fuel Flow (Compliance With Sec. 23.955(c)
Requirements)
In lieu of 14 CFR 23.955(c), engine fuel system must provide at
least 100 percent of the fuel flow required by the engine, or the fuel
flow required to prevent engine damage, if that flow is greater than
100 percent. The fuel flow rate must be available to the engine under
each intended operating condition and maneuver. The conditions may be
simulated in a suitable mockup. This flow must be shown in the most
adverse fuel feed condition with respect to altitudes, attitudes, and
any other condition that is expected in operation.
6. Powerplant--Fuel System--Fuel System Hot Weather Operation
(Compliance With Sec. 23.961 Requirements)
In place of compliance with Sec. 23.961, the applicant must comply
with the following:
Each fuel system must be free from vapor lock when using fuel at
its critical temperature, with respect to vapor formation, when
operating the airplane in all critical operating and environmental
conditions for which approval is requested. For turbine fuel, or for
aircraft equipped with diesel cycle engines that use turbine or diesel
type fuels, the initial temperature must be 110[deg] F, -0[deg],
+5[deg] or the maximum outside air temperature for which approval is
requested, whichever is more critical.
The fuel system must be in an operational configuration that will
yield the most adverse, that is, conservative results.
To comply with this requirement, the applicant must use the turbine
fuel requirements and must substantiate these by flight-testing, as
described in Advisory Circular AC 23-8B, Flight Test Guide for
Certification of Part 23 Airplanes.
7. Powerplant--Fuel System--Fuel Tank Filler Connection (Compliance
With Sec. 23.973(f) Requirements)
In place of compliance with Sec. 23.973(e) and (f), the applicant
must comply with the following:
For airplanes that operate on turbine or diesel type fuels, the
inside diameter of the fuel filler opening must be no smaller than 2.95
inches.
8. Powerplant--Fuel System--Fuel Tank Outlet (Compliance With Sec.
23.977 Requirements)
In place of compliance with Sec. 23.977(a)(1) and (a)(2), the
applicant will comply with the following:
There must be a fuel strainer for the fuel tank outlet or for the
booster pump. This strainer must, for diesel engine powered airplanes,
prevent the passage of any object that could restrict fuel flow or
damage any fuel system component.
9. Equipment--General--Powerplant Instruments (Compliance With Sec.
23.1305)
In addition to compliance with Sec. 23.1305, the applicant will
comply with the following:
The following are required in addition to the powerplant
instruments required in Sec. 23.1305:
(a) A fuel temperature indictor.
(b) An outside air temperature (OAT) indicator.
(c) An indicating means for the fuel strainer or filter required by
Sec. 23.997 to indicate the occurrence of contamination of the
strainer or filter before it reaches the capacity established in
accordance with Sec. 23.997(d).
Alternately, no indicator is required if the engine can operate
normally for a specified period with the fuel strainer exposed to the
maximum fuel contamination as specified in MIL-5007D and provisions for
replacing the fuel filter at this specified period (or a shorter
period) are included in the maintenance schedule for the engine
installation.
10. Operating Limitations and Information--Powerplant Limitations--Fuel
Grade or Designation (Compliance With Sec. 23.1521 Requirements)
All engine parameters that have limits specified by the engine
manufacturer for takeoff or continuous operation must be investigated
to ensure they remain within those limits throughout the expected
flight and ground envelopes (e.g. maximum and minimum fuel
temperatures, ambient temperatures, as applicable, etc.). This is in
addition to the existing requirements specified by 14 CFR 23.1521(b)
and (c). If any of those limits can be exceeded, there must be
continuous indication to the flight crew of the status of that
parameter with appropriate limitation markings.
Instead of compliance with Sec. 23.1521(d), the applicant must
comply with the following:
The minimum fuel designation (for diesel engines) must be
established so that it is not less than that required for the operation
of the engines within the limitations in paragraphs (b) and (c) of
Sec. 23.1521.
11. Markings and Placards--Miscellaneous Markings and Placards--Fuel,
Oil, and Coolant Filler Openings (Compliance With Sec. 23.1557(c)(1)
Requirements)
Instead of compliance with Sec. 23.1557(c)(1), the applicant must
comply with the following:
Fuel filler openings must be marked at or near the filler cover
with--
For diesel engine-powered airplanes--
(a) The words ``Jet Fuel''; and
(b) The permissible fuel designations, or references to the
Airplane Flight Manual (AFM) for permissible fuel designations.
(c) A warning placard or note that states the following or similar:
``Warning--this airplane equipped with an aircraft diesel engine,
service with approved fuels only.''
The colors of this warning placard should be black and white.
12. Powerplant--Fuel System--Fuel-Freezing
If the fuel in the tanks cannot be shown to flow suitably under all
possible temperature conditions, then fuel temperature limitations are
required. These will be considered as part of the essential operating
parameters for the aircraft and must be limitations.
A minimum takeoff temperature limitation will be determined by
testing to establish the minimum cold-soaked temperature at which the
airplane can operate. The minimum operating temperature will be
determined by testing to establish the minimum operating temperature
acceptable after takeoff from the minimum takeoff temperature. If low
temperature limits are not established by testing, then a minimum
takeoff and operating fuel temperature limit of 5[deg] F above the
gelling temperature of Jet A will be imposed along with a display in
the cockpit of the fuel temperature. Fuel temperature sensors will be
located in the coldest part of the tank if applicable.
13. Powerplant Installation--Vibration Levels
Vibration levels throughout the engine operating range must be
evaluated and:
(1) Vibration levels imposed on the airframe must be less than or
equivalent to those of the gasoline engine; or
(2) Any vibration level that is higher than that imposed on the
airframe by the replaced gasoline engine must be considered in the
modification and the effects on the technical areas covered by the
following paragraphs must be
[[Page 8547]]
investigated: 14 CFR 23.251; 23.613; 23.627; 23.629 (or CAR 3.159, as
applicable to various models); 23.572; 23.573; 23.574 and 23.901.
Vibration levels imposed on the airframe can be mitigated to an
acceptable level by utilization of isolators, dampers, clutches, and
similar provisions, so that unacceptable vibration levels are not
imposed on the previously certificated structure.
14. Powerplant Installation--One Cylinder Inoperative
It must be shown by test or analysis, or by a combination of
methods, that the airframe can withstand the shaking or vibratory
forces imposed by the engine if a cylinder becomes inoperative. Diesel
engines of conventional design typically have extremely high levels of
vibration when a cylinder becomes inoperative.
No unsafe condition will exist in the case of an inoperative
cylinder before the engine can be shut down. The resistance of the
airframe structure, propeller, and engine mount to shaking moment and
vibration damage must be investigated. It must be shown by test or
analysis, or by a combination of methods, that shaking and vibration
damage from the engine with an inoperative cylinder will not cause a
catastrophic airframe, propeller, or engine mount failure.
15. Powerplant Installation--High Energy Engine Fragments
It may be possible for diesel engine cylinders (or portions
thereof) to fail and physically separate from the engine at high
velocity (due to the high internal pressures). This failure mode will
be considered possible in engine designs with removable cylinders or
other non-integral block designs. The following is required:
(1) It must be shown by the design of the engine that engine
cylinders, other engine components or portions thereof (fragments)
cannot be shed or blown off of the engine in the event of a
catastrophic engine failure; or
(2) It must be shown that all possible liberated engine parts or
components do not have adequate energy to penetrate engine cowlings; or
(3) Assuming infinite fragment energy, and analyzing the trajectory
of the probable fragments and components, any hazard due to liberated
engine parts or components will be minimized and the possibility of
crew injury eliminated. Minimization must be considered during initial
design and not presented as an analysis after design completion.
Issued in Kansas City, Missouri on February 9, 2006.
Patrick R. Mullen,
Acting Manager, Small Airplane Directorate. Aircraft Certification
Service.
[FR Doc. E6-2285 Filed 2-16-06; 8:45 am]
BILLING CODE 4910-13-P
