Special Conditions: Thielert Aircraft Engines; Piper PA 28-161 Cadet, Warrior II and Warrior III Series Airplanes; Installation of Thielert TAE-125-01 Aircraft Diesel Engine for Full Authority Digital Engine Control (FADEC) System and the Protection of the System From the Effects of High Intensity Radiated Fields (HIRF), 34235-34237 [E6-9228]
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Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations
New Hampshire, Maine, New Jersey,
New York, Pennsylvania,
Massachusetts, Rhode Island, Delaware,
Vermont, Wisconsin, Connecticut, and
Washington, DC.
District 5—The States of Alaska,
Hawaii, Nevada, Oregon, and
Washington and all of the counties in
the state of California except for those
California counties included in District
Seven.
District 6—The counties in the state of
Texas, except for those counties in
Texas included in District Seven.
District 7—The counties in the state of
Texas; Dallam, Sherman, Hanaford,
Ochiltree, Lipscomb, Hartely, Moore,
Hutchinson, Roberts, Hemphill,
Oldham, Potter, Carson, Gray, Wheeler,
Deaf Smith, Randall, Armstrong,
Donley, Collingsworth, Parmer, Castro,
Swisher, Briscoe, Hall, Childness,
Bailey, Lamb, Hale, Floyd, Motley,
Cottle, Cochran, Hockely, Lubbock,
Crosby, Dickens, King, Yoakum, Terry,
Lynn, Garza, Kent, Stonewall, the states
of New Mexico, Arizona, Utah,
Colorado, Idaho, Montana, and
Wyoming, and the following counties in
California; San Bernardino, Riverside,
San Diego, and Imperial.
Dated: June 8, 2006.
Kenneth C. Clayton,
Acting Administrator, Agricultural Marketing
Service.
[FR Doc. E6–9234 Filed 6–13–06; 8:45 am]
BILLING CODE 3410–02–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE247; Special Conditions No.
23–187–SC]
Special Conditions: Thielert Aircraft
Engines; Piper PA 28–161 Cadet,
Warrior II and Warrior III Series
Airplanes; Installation of Thielert TAE–
125–01 Aircraft Diesel Engine for Full
Authority Digital Engine Control
(FADEC) System and the Protection of
the System From the Effects of High
Intensity Radiated Fields (HIRF)
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
mstockstill on PROD1PC61 with RULES
AGENCY:
SUMMARY: These special conditions are
issued to Thielert Aircraft Engines,
GmbH, Lichtenstein, Germany for a
supplemental type certificate for the
Piper PA 28–161 Cadet, Warrior II and
Warrior III series airplanes. The
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15:14 Jun 13, 2006
Jkt 208001
supplemental type certificate for these
airplanes will have a novel or unusual
design feature associated with the
installation of an aircraft diesel engine
that uses an electronic engine control
system instead of a mechanical control
system. The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These 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: The effective date of these
special conditions is: June 7, 2006.
Comments must be received on or
before July 14, 2006.
ADDRESSES: Comments on the special
conditions may be mailed in duplicate
to: Federal Aviation Administration
(FAA), Regional Counsel, ACE–7,
Attention: Rules Docket, Docket No.
CE247, 901 Locust, Room 506, Kansas
City, Missouri 64106, or delivered in
duplicate to the Regional Counsel at the
above address. Comments must be
marked: Docket No. CE247. 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, Room 301,
Kansas City, Missouri 64106; telephone:
816–329–4135, fax: 816–329–4090.
SUPPLEMENTARY INFORMATION: The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the design approval and
thus delivery of the affected aircraft. In
addition, the substance of these special
conditions has been subject to the
public comment process in several prior
instances with no substantive comments
received. The FAA, therefore, finds that
good cause exists for making these
special conditions effective upon
issuance.
Comments Invited
Interested persons are invited to
submit such written data, views, or
arguments as they may desire.
Communications should identify the
regulatory docket or special condition
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
special conditions may be changed in
light of the comments received. All
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Fmt 4700
Sfmt 4700
34235
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. Commenters wishing the FAA to
acknowledge receipt of their comments
submitted in response to this notice
must include a self-addressed, stamped
postcard on which the following
statement is made: ‘‘Comments to
Docket No. CE247.’’ The postcard will
be date stamped and returned to the
commenter.
Background
On February 11, 2002, Thielert
Aircraft Engines applied for a
supplemental type certificate for the
Piper PA 28–161 Cadet, Warrior II and
Warrior III series airplanes. The
supplemental type certificate will allow
Thielert Aircraft Engines to install a
Thielert Aircraft engine (TAE 125–01
Aircraft Diesel Engine (ADE)) that is
equipped with an electronic engine
control system with full authority
capability in these airplanes.
Type Certification Basis
Under the provisions of 14 CFR, part
21, § 21.101, Thielert Aircraft Engines
must show that the Piper PA 28–161
Cadet, Warrior II and Warrior III series
airplanes, as changed, continues to meet
the applicable provisions of regulations
incorporated by reference in the original
certification basis of the Piper PA 28–
161 Cadet, Warrior II and Warrior III
series airplanes, as listed on Type
Certificate No. 2A13; exemptions, if any;
and the special conditions adopted by
this rulemaking action. The Piper PA
28–161 Cadet, Warrior II and Warrior III
series airplanes were originally certified
under Part 3 of the Civil Air
Regulations.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., CAR 3; 14 CFR, part 23) do not
contain adequate or appropriate safety
standards for the Piper PA 28–161
Cadet, Warrior II and Warrior III series
airplanes because of a novel or unusual
design feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions, as appropriate, as
defined in § 11.19, are issued in
accordance with § 11.38, and become
part of the certification basis for the
supplemental type certification basis in
accordance with § 21.101. 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
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34236
Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations
mstockstill on PROD1PC61 with RULES
models that are listed on the same type
certificate to incorporate the same novel
or unusual design features, the special
conditions would also apply under the
provisions of § 21.101.
Novel or Unusual Design Features
The Thielert Aircraft Engines
modified Piper PA 28–161 Cadet,
Warrior II and Warrior III series
airplanes will incorporate a novel or
unusual design feature, an engine that
includes an electronic control system
with Full Authority Digital Engine
control (FADEC) capability.
Many advanced electronic systems are
prone to either upsets or damage, or
both, at energy levels lower than analog
systems. The increasing use of high
power radio frequency emitters
mandates requirements for improved
High Intensity Radiated Fields (HIRF)
protection for electrical and electronic
equipment. Since the electronic engine
control system used on the Thielert
Aircraft Engines modified Piper PA 28–
161 Cadet, Warrior II and Warrior III
series airplanes will perform critical
functions, provisions for protection
from the effects of HIRF should be
considered and, if necessary,
incorporated into the airplane design
data. The FAA policy contained in
Notice 8110.71, dated April 2, 1998,
establishes the HIRF energy levels that
airplanes will be exposed to in service.
The guidelines set forth in this notice
are the result of an Aircraft Certification
Service review of existing policy on
HIRF, in light of the ongoing work of the
Aviation Rulemaking Advisory
Committee (ARAC) Electromagnetic
Effects Harmonization Working Group
(EEHWG). The EEHWG adopted a set of
HIRF environment levels in November
1997 that were agreed upon by the FAA,
the Joint Aviation Authorities (JAA),
and industry participants. As a result,
the HIRF environments in this notice
reflect the environment levels
recommended by this working group.
This notice states that a FADEC is an
example of a system that should address
the HIRF environments.
Even though the control system will
be certificated as part of the engine, the
installation of an engine with an
electronic control system requires
evaluation due to the possible effects on
or by other airplane systems (e.g., radio
interference with other airplane
electronic systems, shared engine and
airplane power sources). The regulatory
requirements in 14 CFR, part 23 for
evaluating the installation of complex
systems, including electronic systems,
are contained in § 23.1309. However,
when § 23.1309 was developed, the use
of electronic control systems for engines
VerDate Aug<31>2005
15:14 Jun 13, 2006
Jkt 208001
was not envisioned; therefore, the
§ 23.1309 requirements were not
applicable to systems certificated as part
of the engine (reference § 23.1309(f)(1)).
Also, electronic control systems often
require inputs from airplane data and
power sources and outputs to other
airplane systems (e.g., automated
cockpit powerplant controls such as
mixture setting). Although the parts of
the system that are not certificated with
the engine could be evaluated using the
criteria of § 23.1309, the integral nature
of systems such as these makes it
unfeasible to evaluate the airplane
portion of the system without including
the engine portion of the system.
However, § 23.1309(f)(1) again prevents
complete evaluation of the installed
airplane system since evaluation of the
engine system’s effects is not required.
Therefore, special conditions are
proposed for the Thielert Aircraft
Engines modified Piper PA 28–161
Cadet, Warrior II and Warrior III series
airplanes to provide HIRF protection
and to evaluate the installation of the
electronic engine control system for
compliance with the requirements of
§ 23.1309(a) through (e) at Amendment
23–49.
Applicability
As discussed above, these special
conditions are applicable to the Thielert
Aircraft Engines modified Piper PA 28–
161 Cadet, Warrior II and Warrior III
series airplanes. Should Thielert
Aircraft Engines apply at a later date for
a supplemental type certificate to
modify any other model included on the
same type certificate as the Thielert
Aircraft Engines modified Piper PA 28–
161 Cadet, Warrior II and Warrior III
series airplanes to incorporate the same
novel or unusual design features, the
special conditions would apply to that
model as well under the provisions of
§ 21.101.
Conclusion
This action affects only certain novel
or unusual design features on Piper PA
28–161 Cadet, Warrior II and Warrior III
series airplanes. 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.
Under standard practice, the effective
date of final special conditions would
be 30 days after the date of publication
in the Federal Register. However the
FAA finds that good cause exists to
make these special conditions effective
upon issuance.
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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 21.101; and 14 CFR
11.38 and 11.19.
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the
supplemental type certification basis for
Thielert Aircraft Engines modified Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes.
1. High Intensity Radiated Fields
(HIRF) Protection. In showing
compliance with 14 CFR part 21 and the
airworthiness requirements of 14 CFR
part 23, protection against hazards
caused by exposure to HIRF fields for
the full authority digital engine control
system, which performs critical
functions, must be considered. To
prevent this occurrence, the electronic
engine control system must be designed
and installed to ensure that the
operation and operational capabilities of
this critical system are not adversely
affected when the airplane is exposed to
high energy radio fields.
At this time, the FAA and other
airworthiness authorities are unable to
precisely define or control the HIRF
energy level to which the airplane will
be exposed in service; therefore, the
FAA hereby defines two acceptable
interim methods for complying with the
requirement for protection of systems
that perform critical functions.
(1) The applicant may demonstrate
that the operation and operational
capability of the installed electrical and
electronic systems that perform critical
functions are not adversely affected
when the aircraft is exposed to the
external HIRF threat environment
defined in the following table:
Frequency
Field strength
(volts per meter)
Peak
10 kHz–100 kHz ...........
100 kHz–500 kHz .........
500 kHz–2 MHz ............
2 MHz–30 MHz .............
30 MHz–70 MHz ...........
70 MHz–100 MHz .........
100 MHz–200 MHz .......
200 MHz–400 MHz .......
400 MHz–700 MHz .......
700 MHz–1 GHz ...........
1 GHz–2 GHz ...............
E:\FR\FM\14JNR1.SGM
14JNR1
50
50
50
100
50
50
100
100
700
700
2000
Average
50
50
50
100
50
50
100
100
50
100
200
Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Rules and Regulations
Frequency
Field strength
(volts per meter)
Peak
2 GHz–4 GHz ...............
4 GHz–6 GHz ...............
6 GHz–8 GHz ...............
8 GHz–12 GHz .............
12 GHz–18 GHz ...........
18 GHz–40 GHz ...........
Average
3000
3000
1000
3000
2000
600
200
200
200
300
200
200
The field strengths are expressed in terms
of peak root-mean-square (rms) values.
or, (2) The applicant may demonstrate
by a system test and analysis that the
electrical and electronic systems that
perform critical functions can withstand
a minimum threat of 100 volts per meter
peak electrical strength, without the
benefit of airplane structural shielding,
in the frequency range of 10 kHz to 18
GHz. When using this test to show
compliance with the HIRF
requirements, no credit is given for
signal attenuation due to installation.
Data used for engine certification may
be used, when appropriate, for airplane
certification.
2. Electronic Engine Control System.
The installation of the electronic engine
control system must comply with the
requirements of § 23.1309(a) through (e)
at Amendment 23–49. The intent of this
requirement is not to re-evaluate the
inherent hardware reliability of the
control itself, but rather determine the
effects, including environmental effects
addressed in § 23.1309(e), on the
airplane systems and engine control
system when installing the control on
the airplane. When appropriate, engine
certification data may be used when
showing compliance with this
requirement.
With respect to compliance with
§ 23.1309(e), the levels required for
compliance shall be at the levels for
catastrophic failure conditions.
Issued in Kansas City, Missouri on June 7,
2006.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–9228 Filed 6–13–06; 8:45 am]
mstockstill on PROD1PC61 with RULES
BILLING CODE 4910–13–P
VerDate Aug<31>2005
15:14 Jun 13, 2006
Jkt 208001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE242; Special Conditions No.
23–182–SC]
Special Conditions: AmSafe, Inc.;
Approved Model List; Installation of
AmSafe Inflatable Restraints in Normal
and Utility Category Non-23.562
Certified Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
SUMMARY: These special conditions are
issued for the installation of an AmSafe,
Inc., Inflatable Two-, Three-, Four- or
Five-Point Restraint Safety Belt with an
Integrated Airbag Device on various
airplane models. These airplanes, as
modified by AmSafe, Inc., will have a
novel or unusual design feature(s)
associated with the lap belt or shoulder
harness portion of the safety belt, which
contains an integrated airbag device.
The applicable airworthiness
regulations do not contain adequate or
appropriate safety standards for this
design feature. These 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: Effective Date: The effective date
of these special conditions is June 6,
2006.
Mr.
Mark James, Federal Aviation
Administration, Aircraft Certification
Service, Small Airplane Directorate,
ACE–111, 901 Locust, Room 301,
Kansas City, Missouri 64106; 816–329–
4137, fax 816–329–4090 e-mail
mark.james@faa.gov.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
Background
On August 19, 2005, AmSafe, Inc.,
Aviation Inflatable Restraints (AAIR)
Division, 1043 North 47th Avenue,
Phoenix, AZ 85043, applied for a
supplemental type certificate for the
installation of an inflatable restraint in
various airplane models certificated
before the dynamic structural
requirements as specified in 14 CFR,
part 23, § 23.562, took effect.
The inflatable restraint system is
either a two-, three-, four-, or five-point
safety belt restraint system consisting of
a shoulder harness and a lap belt with
an inflatable airbag attached to either
the lap belt or the shoulder harness. The
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34237
inflatable portion of the restraint system
will rely on sensors to electronically
activate the inflator for deployment. The
inflatable restraint system will be made
available on the pilot, co-pilot, and
passenger seats of these airplanes.
In the event of an emergency landing,
the airbag will inflate and provide a
protective cushion between the
occupant’s head and structure within
the airplane. This will reduce the
potential for head and torso injury. The
inflatable restraint behaves in a manner
that is similar to an automotive airbag,
but in this case, the airbag is integrated
into the lap or shoulder belt. While
airbags and inflatable restraints are
standard in the automotive industry, the
use of an inflatable restraint system is
novel for general aviation operations.
The FAA has determined that this
project will be accomplished on the
basis of not lowering the current level
of safety of the airplanes’ original
certification basis. The FAA has two
primary safety concerns with the
installation of airbags or inflatable
restraints:
• That they perform properly under
foreseeable operating conditions; and
• That they do not perform in a
manner or at such times as to impede
the pilot’s ability to maintain control of
the airplane or constitute a hazard to the
airplane or occupants.
The latter point has the potential to be
the more rigorous of the requirements.
An unexpected deployment while
conducting the takeoff or landing phases
of flight may result in an unsafe
condition. The unexpected deployment
may either startle the pilot, or generate
a force sufficient to cause a sudden
movement of the control yoke. Either
action could result in a loss of control
of the airplane, the consequences of
which are magnified due to the low
operating altitudes during these phases
of flight. The FAA has considered this
when establishing these special
conditions.
The inflatable restraint system relies
on sensors to electronically activate the
inflator for deployment. These sensors
could be susceptible to inadvertent
activation, causing deployment in a
potentially unsafe manner. The
consequences of an inadvertent
deployment must be considered in
establishing the reliability of the system.
AmSafe, Inc., must show that the effects
of an inadvertent deployment in flight
are not a hazard to the airplane or that
an inadvertent deployment is extremely
improbable. In addition, general
aviation aircraft are susceptible to a
large amount of cumulative wear and
tear on a restraint system. It is likely
that the potential for inadvertent
E:\FR\FM\14JNR1.SGM
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]]>Agencies
[Federal Register Volume 71, Number 114 (Wednesday, June 14, 2006)]
[Rules and Regulations]
[Pages 34235-34237]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9228]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE247; Special Conditions No. 23-187-SC]
Special Conditions: Thielert Aircraft Engines; Piper PA 28-161
Cadet, Warrior II and Warrior III Series Airplanes; Installation of
Thielert TAE-125-01 Aircraft Diesel Engine for Full Authority Digital
Engine Control (FADEC) System and the Protection of the System From the
Effects of High Intensity Radiated Fields (HIRF)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions; request for comments.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued to Thielert Aircraft
Engines, GmbH, Lichtenstein, Germany for a supplemental type
certificate for the Piper PA 28-161 Cadet, Warrior II and Warrior III
series airplanes. The supplemental type certificate for these airplanes
will have a novel or unusual design feature associated with the
installation of an aircraft diesel engine that uses an electronic
engine control system instead of a mechanical control system. The
applicable airworthiness regulations do not contain adequate or
appropriate safety standards for this design feature. These 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: The effective date of these special conditions is: June 7, 2006.
Comments must be received on or before July 14, 2006.
ADDRESSES: Comments on the special conditions may be mailed in
duplicate to: Federal Aviation Administration (FAA), Regional Counsel,
ACE-7, Attention: Rules Docket, Docket No. CE247, 901 Locust, Room 506,
Kansas City, Missouri 64106, or delivered in duplicate to the Regional
Counsel at the above address. Comments must be marked: Docket No.
CE247. 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, Room 301, Kansas City, Missouri
64106; telephone: 816-329-4135, fax: 816-329-4090.
SUPPLEMENTARY INFORMATION: The FAA has determined that notice and
opportunity for prior public comment hereon are impracticable because
these procedures would significantly delay issuance of the design
approval and thus delivery of the affected aircraft. In addition, the
substance of these special conditions has been subject to the public
comment process in several prior instances with no substantive comments
received. The FAA, therefore, finds that good cause exists for making
these special conditions effective upon issuance.
Comments Invited
Interested persons are invited to submit such written data, views,
or arguments as they may desire. Communications should identify the
regulatory docket or special condition 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 special conditions may be changed in light 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. Commenters wishing the FAA to acknowledge receipt of their
comments submitted in response to this notice must include a self-
addressed, stamped postcard on which the following statement is made:
``Comments to Docket No. CE247.'' The postcard will be date stamped and
returned to the commenter.
Background
On February 11, 2002, Thielert Aircraft Engines applied for a
supplemental type certificate for the Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes. The supplemental type certificate
will allow Thielert Aircraft Engines to install a Thielert Aircraft
engine (TAE 125-01 Aircraft Diesel Engine (ADE)) that is equipped with
an electronic engine control system with full authority capability in
these airplanes.
Type Certification Basis
Under the provisions of 14 CFR, part 21, Sec. 21.101, Thielert
Aircraft Engines must show that the Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes, as changed, continues to meet the
applicable provisions of regulations incorporated by reference in the
original certification basis of the Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes, as listed on Type Certificate No.
2A13; exemptions, if any; and the special conditions adopted by this
rulemaking action. The Piper PA 28-161 Cadet, Warrior II and Warrior
III series airplanes were originally certified under Part 3 of the
Civil Air Regulations.
If the Administrator finds that the applicable airworthiness
regulations (i.e., CAR 3; 14 CFR, part 23) do not contain adequate or
appropriate safety standards for the Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes because of a novel or unusual design
feature, special conditions are prescribed under the provisions of
Sec. 21.16.
Special conditions, as appropriate, as defined in Sec. 11.19, are
issued in accordance with Sec. 11.38, and become part of the
certification basis for the supplemental type certification basis in
accordance with Sec. 21.101. 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
[[Page 34236]]
models that are listed on the same type certificate to incorporate the
same novel or unusual design features, the special conditions would
also apply under the provisions of Sec. 21.101.
Novel or Unusual Design Features
The Thielert Aircraft Engines modified Piper PA 28-161 Cadet,
Warrior II and Warrior III series airplanes will incorporate a novel or
unusual design feature, an engine that includes an electronic control
system with Full Authority Digital Engine control (FADEC) capability.
Many advanced electronic systems are prone to either upsets or
damage, or both, at energy levels lower than analog systems. The
increasing use of high power radio frequency emitters mandates
requirements for improved High Intensity Radiated Fields (HIRF)
protection for electrical and electronic equipment. Since the
electronic engine control system used on the Thielert Aircraft Engines
modified Piper PA 28-161 Cadet, Warrior II and Warrior III series
airplanes will perform critical functions, provisions for protection
from the effects of HIRF should be considered and, if necessary,
incorporated into the airplane design data. The FAA policy contained in
Notice 8110.71, dated April 2, 1998, establishes the HIRF energy levels
that airplanes will be exposed to in service. The guidelines set forth
in this notice are the result of an Aircraft Certification Service
review of existing policy on HIRF, in light of the ongoing work of the
Aviation Rulemaking Advisory Committee (ARAC) Electromagnetic Effects
Harmonization Working Group (EEHWG). The EEHWG adopted a set of HIRF
environment levels in November 1997 that were agreed upon by the FAA,
the Joint Aviation Authorities (JAA), and industry participants. As a
result, the HIRF environments in this notice reflect the environment
levels recommended by this working group. This notice states that a
FADEC is an example of a system that should address the HIRF
environments.
Even though the control system will be certificated as part of the
engine, the installation of an engine with an electronic control system
requires evaluation due to the possible effects on or by other airplane
systems (e.g., radio interference with other airplane electronic
systems, shared engine and airplane power sources). The regulatory
requirements in 14 CFR, part 23 for evaluating the installation of
complex systems, including electronic systems, are contained in Sec.
23.1309. However, when Sec. 23.1309 was developed, the use of
electronic control systems for engines was not envisioned; therefore,
the Sec. 23.1309 requirements were not applicable to systems
certificated as part of the engine (reference Sec. 23.1309(f)(1)).
Also, electronic control systems often require inputs from airplane
data and power sources and outputs to other airplane systems (e.g.,
automated cockpit powerplant controls such as mixture setting).
Although the parts of the system that are not certificated with the
engine could be evaluated using the criteria of Sec. 23.1309, the
integral nature of systems such as these makes it unfeasible to
evaluate the airplane portion of the system without including the
engine portion of the system. However, Sec. 23.1309(f)(1) again
prevents complete evaluation of the installed airplane system since
evaluation of the engine system's effects is not required.
Therefore, special conditions are proposed for the Thielert
Aircraft Engines modified Piper PA 28-161 Cadet, Warrior II and Warrior
III series airplanes to provide HIRF protection and to evaluate the
installation of the electronic engine control system for compliance
with the requirements of Sec. 23.1309(a) through (e) at Amendment 23-
49.
Applicability
As discussed above, these special conditions are applicable to the
Thielert Aircraft Engines modified Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes. Should Thielert Aircraft Engines
apply at a later date for a supplemental type certificate to modify any
other model included on the same type certificate as the Thielert
Aircraft Engines modified Piper PA 28-161 Cadet, Warrior II and Warrior
III series airplanes to incorporate the same novel or unusual design
features, the special conditions would apply to that model as well
under the provisions of Sec. 21.101.
Conclusion
This action affects only certain novel or unusual design features
on Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes.
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.
Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register. However the FAA finds that good cause exists to make
these special conditions effective upon issuance.
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
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the supplemental type certification basis for Thielert Aircraft Engines
modified Piper PA 28-161 Cadet, Warrior II and Warrior III series
airplanes.
1. High Intensity Radiated Fields (HIRF) Protection. In showing
compliance with 14 CFR part 21 and the airworthiness requirements of 14
CFR part 23, protection against hazards caused by exposure to HIRF
fields for the full authority digital engine control system, which
performs critical functions, must be considered. To prevent this
occurrence, the electronic engine control system must be designed and
installed to ensure that the operation and operational capabilities of
this critical system are not adversely affected when the airplane is
exposed to high energy radio fields.
At this time, the FAA and other airworthiness authorities are
unable to precisely define or control the HIRF energy level to which
the airplane will be exposed in service; therefore, the FAA hereby
defines two acceptable interim methods for complying with the
requirement for protection of systems that perform critical functions.
(1) The applicant may demonstrate that the operation and
operational capability of the installed electrical and electronic
systems that perform critical functions are not adversely affected when
the aircraft is exposed to the external HIRF threat environment defined
in the following table:
------------------------------------------------------------------------
Field strength
(volts per meter)
Frequency -------------------
Peak Average
------------------------------------------------------------------------
10 kHz-100 kHz...................................... 50 50
100 kHz-500 kHz..................................... 50 50
500 kHz-2 MHz....................................... 50 50
2 MHz-30 MHz........................................ 100 100
30 MHz-70 MHz....................................... 50 50
70 MHz-100 MHz...................................... 50 50
100 MHz-200 MHz..................................... 100 100
200 MHz-400 MHz..................................... 100 100
400 MHz-700 MHz..................................... 700 50
700 MHz-1 GHz....................................... 700 100
1 GHz-2 GHz......................................... 2000 200
[[Page 34237]]
2 GHz-4 GHz......................................... 3000 200
4 GHz-6 GHz......................................... 3000 200
6 GHz-8 GHz......................................... 1000 200
8 GHz-12 GHz........................................ 3000 300
12 GHz-18 GHz....................................... 2000 200
18 GHz-40 GHz....................................... 600 200
------------------------------------------------------------------------
The field strengths are expressed in terms of peak root-mean-square
(rms) values.
or, (2) The applicant may demonstrate by a system test and analysis
that the electrical and electronic systems that perform critical
functions can withstand a minimum threat of 100 volts per meter peak
electrical strength, without the benefit of airplane structural
shielding, in the frequency range of 10 kHz to 18 GHz. When using this
test to show compliance with the HIRF requirements, no credit is given
for signal attenuation due to installation. Data used for engine
certification may be used, when appropriate, for airplane
certification.
2. Electronic Engine Control System. The installation of the
electronic engine control system must comply with the requirements of
Sec. 23.1309(a) through (e) at Amendment 23-49. The intent of this
requirement is not to re-evaluate the inherent hardware reliability of
the control itself, but rather determine the effects, including
environmental effects addressed in Sec. 23.1309(e), on the airplane
systems and engine control system when installing the control on the
airplane. When appropriate, engine certification data may be used when
showing compliance with this requirement.
With respect to compliance with Sec. 23.1309(e), the levels
required for compliance shall be at the levels for catastrophic failure
conditions.
Issued in Kansas City, Missouri on June 7, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9228 Filed 6-13-06; 8:45 am]
BILLING CODE 4910-13-P
