Special Conditions: Thielert Aircraft Engines GmbH, Piper PA 28-161 Cadet, Warrior II and Warrior III Series Airplanes; Diesel Cycle Engine Using Turbine (Jet) Fuel, 34288-34292 [E6-9242]
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Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Proposed Rules
particularly with regard to the alternate
pathway. An important language change
should be made as specified in
§ 35.394(c)(2)(vi) to require
administering dosages to patients or
human research subjects that includes at
least three cases involving each of these
parenteral administrations.
(2) A separate requirement should be
added for Quadramet, Bexxar, and
Zevalin similar to the training and
experience codification for
administration of I-131 to allow the NRC
to evaluate each substance individually
so all radioactive drugs can be handled
appropriately from a radiation safety
perspective.
(3) 10 CFR 35.396 should be revised
to specify an 80-hour classroom and
laboratory training period, appropriate
work experience, and a written
attestation to apply to the alternate
pathway for any physician, not limited
to board-certified radiation oncologists.
Specifically, the petitioner recommends
removing the current § 35.396(c) and
redesignating §§ 35.396(d)(1), (d)(2), and
(d)(3) as §§ 35.396(c)(1), (c)(2), and
(c)(3). However, the petitioner
recognizes that the Commission may not
agree with this change if other more
hazardous parenterally-administered
radiopharmaceuticals become available,
necessitating the increased training
currently specified in this requirement.
Dated at Rockville, Maryland, this 8th day
of June, 2006.
For the Nuclear Regulatory Commission.
Annette L. Vietti-Cook,
Secretary of the Commission.
[FR Doc. E6–9246 Filed 6–13–06; 8:45 am]
BILLING CODE 7590–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE248; Notice No. 23–06–03–
SC]
Special Conditions: Thielert Aircraft
Engines GmbH, Piper PA 28–161
Cadet, Warrior II and Warrior III Series
Airplanes; Diesel Cycle Engine Using
Turbine (Jet) Fuel
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed special
conditions.
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AGENCY:
This notice proposes special
conditions for the Piper PA 28–161
Cadet, Warrior II and Warrior III series
airplanes. These airplanes, as modified
by Thielert Aircraft Engines GmbH, will
SUMMARY:
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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 July 14, 2006.
ADDRESSES: Comments on this proposal
may be mailed in duplicate to: Federal
Aviation Administration, Regional
Counsel, ACE–7, Attention: Rules
Docket, Docket No. CE248, 901 Locust,
Room 506, Kansas City, Missouri 64106,
or delivered in duplicate to the Regional
Counsel at the above address.
Comments must be marked: CE248.
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
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 CE248.’’ The postcard
will be date stamped and returned to the
commenter.
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Background
On February 11, 2002, Thielert
Aircraft Engines GmbH, of Lichtenstein,
Germany applied for a supplemental
type certificate to install a diesel cycle
engine utilizing turbine (jet) fuel in
Piper PA 28–161 Cadet, Warrior II and
Warrior III series airplanes. The Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes, currently
approved under Type Certificate No.
2A13, is a four-place, low wing, fixed
tricycle landing gear, conventional
planform airplane. The Piper PA 28–161
Cadet, Warrior II and Warrior III series
airplanes to be modified have gross
weights in the range of 2325 to 2440
pounds in the normal category. The
affected series of airplanes have been
equipped with various gasoline
reciprocating engines of 160
horsepower.
Expecting industry to reintroduce
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, the
vibration characteristics and failure
modes of diesel engines. These concerns
were identified after review of the
historical record of diesel engine use 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 Thielert installation,
the Thielert engine type, and the
requirements applied by the Lufthart
Bundesamt, and applying the provisions
of the diesel policy, the FAA proposed
these fuel system and engine related
special conditions. Other special
conditions issued in a separate notice
included special conditions for HIRF
and application of § 23.1309 provisions
to the Full Authority Digital Engine
Control (FADEC).
Type Certification Basis
Under the provisions of § 21.101,
Thielert Aircraft Engines GmbH must
show that the Piper PA 28–161 Cadet,
Warrior II and Warrior III series
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airplanes, as changed, continues to meet
the applicable provisions of the
regulations incorporated by reference in
Type Certificate No. 2A13 or the
applicable regulations in effect on the
date of application for the change. The
regulations incorporated by reference in
the type certificate are commonly
referred to as the ‘‘original type
certification basis.’’ The regulations
incorporated by reference in Type
Certificate No. 2A13 are as follows:
The certification basis of models Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes is:
Civil Air Regulations (CAR) 3
effective May 15, 1956, including
Amendments 3–1 and 3–2; paragraph
3.387(d) of Amendment 3–4; paragraphs
3.304 and 3.705 of Amendment 3–7,
effective May 3, 1962; FAR 23.955 and
23.959 as amended by Amendment
23–7, effective September 14, 1969; FAR
23.1557(c)(1) as amended by
Amendment 23–18, effective May 2,
1977; FAR 23.1327 and 23.1547 as
amended by Amendment 23–20,
effective September 1, 1977; and FAR
36, effective December 1, 1969, through
Amendment 36–4.
Equivalent Safety Items for:
Airspeed Indicator—CAR 3.757
14 CFR part 23, at Amendment level
23–51, applicable to the areas of change:
14 CFR part 23, §§ 23.1; 23.3; 23.21;
23.23; 23.25; 23.29; 23.33; 23.45; 23.49;
23.51; 23.53; 23.63; 23.65; 23.69; 23.71;
23.73; 23.77; 23.141; 23.143; 23.145;
23.151; 23.153; 23.155; 23.171; 23.173;
23.175; 23.177; 23.201; 23.221; 23.231;
23.251; 23.301; 23.303; 23.305; 23.307;
23.321; 23.335; 23.337; 23.341; 23.343;
23.361; 23.361(b)(1); 23.361(c)(3);
23.363; 23.371; 23.572; 23.573; 23.574;
23.601; 23.603; 23.605; 23.607; 23.609;
23.611; 23.613; 23.619; 23.621; 23.623;
23.625; 23.627; CAR 3.159; 23.773;
23.777; 23.777(d); 23.779; 23.779(b);
23.781; 23.831; 23.863; 23.865; 23.867;
23.901; 23.901(d)(1); 23.903; 23.905;
23.907; 23.909; 23.925; 23.929; 23.939;
23.943; 23.951; 23.951(c); 23.954;
23.955; 23.959; 23.961; 23.963; 23.965;
23.967; 23.969; 23.971; 23.973;
23.973(f); 23.975; 23.977; 23.977(a)(2) in
place of 23.977(a)(1); 23.991; 23.993;
23.994; 23.995; 23.997; 23.999; 23.1011;
23.1013; 23.1015; 23.1017; 23.1019;
23.1021; 23.1023; 23.1041; 23.1043;
23.1047; 23.1061; 23.1063; 23.1091;
23.1093; 23.1103; 23.1107; 23.1121;
23.1123; 23.1141; 23.1143; 23.1145;
23.1163; 23.1165; 23.1181; 23.1182;
23.1183; 23.1191; 23.1193; 23.1301;
23.1305; 23.1305(c)(8); 23.1309;
23.1311; 23.1321; 23.1322; 23.1327;
23.1331; 23.1337; 23.1351; 23.1353;
23.1357; 23.1359; 23.1361; 23.1365;
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23.1367; 23.1381; 23.1431; 23.1461;
23.1501; 23.1519; 23.1521; 23.1521(d);
23.1527; 23.1529; 23.1541; 23.1543;
23.1549; 23.1551; 23.1555; 23.1557;
23.1557(c)(1)(ii), in place of
§§ 23.1557(c)(i); 23.1567; 23.1581;
23.1583; 23.1585; 23.1587 and 23.1589.
Equivalent levels of safety for:
Cockpit controls—23.777(d)
Motion and effect of cockpit controls—
23.779(b)
Liquid Cooling—Installation—23.1061
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
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.
In addition to the applicable
airworthiness regulations and special
conditions, the Piper PA 28–161 Cadet,
Warrior II and Warrior III series
airplanes must comply with the 14 CFR
part 21, § 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 § 21.101.
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 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 § 21.101.
Novel or Unusual Design Features
The Piper PA 28–161 Cadet, Warrior
II and Warrior III series airplanes will
incorporate the following novel or
unusual design features:
The Piper PA 28–161 Cadet, Warrior
II and Warrior III series airplanes, as
modified by Thielert Aircraft Engines
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GmbH, will incorporate an aircraft
diesel engine utilizing turbine (jet) fuel.
Applicability
As discussed above, these special
conditions are applicable to the Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes. Should
Thielert Aircraft Engines GmbH apply at
a later date for a supplemental type
certificate to modify any other model
included on Type Certificate No. 2A13
to incorporate the same novel or
unusual design feature, 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 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.
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.
Discussion
The major concerns identified in
developing FAA policy deal with
installing the diesel engine and its
vibration levels under normal operating
conditions and with one cylinder
inoperative, accommodating 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 Thielert modification 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 § 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
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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,
if a catastrophic engine failure occurs,
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 substantiated
by flight-testing 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 imposed is to
consider the possibility of fuel freezing.
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)(ii) will not apply.
‘‘Turbine engine’’ is interpreted to mean
‘‘aircraft diesel engine’’ for this
requirement.
FADEC and Electrical System
Requirements: The electrical system
must comply with the following:
• In case of failure of one power
supply of the electrical system, there
will be no significant engine power
change. The electrical power supply to
the FADEC must remain stable in such
a failure.
• The transition from the actual
engine electrical network (FADEC
network) to the remaining electrical
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system with the consumer’s, avionics,
communication, etcetera, should be
made by a single point only. If several
transitions (e.g., for redundancy
reasons) are needed, then the number of
the transitions must be kept as small as
possible.
• There must be the ability to
separate the FADEC power supply
(alternator) from the battery and from
the remaining electrical system.
• In case of loss of alternator power,
the installation must guarantee that the
battery will provide the power for an
appropriate time after appropriate
warning to the pilot.
• FADEC, alternator, and battery must
be interconnected in an appropriate
way, so that in case of loss of battery
power, the supply to the FADEC is
guaranteed by the alternator.
Limitations and Indications: Section
23.1305, paragraphs (a) and (b)(2), will
apply, except that propeller revolutions
per minute (RPM) will be displayed.
Sections 23.1305, paragraphs (b)(4) and
(b)(5), are deleted.
Additional critical engine parameters
for this installation that will be
displayed include the following:
(1) Power setting, in percentage, and
(2) 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 Piper PA
28–161 Cadet, Warrior II and Warrior III
series airplanes modified by Thielert
Aircraft Engines GmbH.
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 to be
considered under paragraph 14 CFR part
23, § 23.361(a) must be obtained by
multiplying the mean torque by a factor
of four for diesel cycle engines.
(1) If a factor of less than four is
utilized, it must be shown that the limit
torque imposed on the engine mount is
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consistent with the provisions of
§ 23.361(c), that is, it must be shown
that the utilization of the factors listed
in § 23.361(c)(3) will result in limit
torques being imposed on the mount
that are equivalent or less than those
imposed by a conventional gasoline
reciprocating engine.
2. 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.
3. 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.
4. 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,
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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.
5. 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.
6. Powerplant—Fuel system—Fuel
tank outlet (Compliance with § 23.977
requirements):
In place of compliance with
§ 23.977(a)(1) the applicant will comply
with § 23.977(a)(2), except ‘‘diesel’’
replaces ‘‘turbine.’’
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.
7. Powerplant—Powerplant Controls
and Accessories—Engine ignition
systems (Compliance with § 23.1165
requirements):
Considering that the FADEC provides
the same function as an ignition system
for this diesel engine, in place of
compliance to § 23.1165, the applicant
will comply with the following:
The electrical system must comply
with the following requirements:
(a) In case of failure of one power
supply of the electrical system, there
will be no significant engine power
change. The electrical power supply to
the FADEC must remain stable in such
a failure.
(b) The transition from the actual
engine electrical network (FADEC
network) to the remaining electrical
system should be made at a single point
only. If several transitions (for example,
redundancy reasons) are needed, then
the number of the transitions must be
kept as small as possible.
(c) There must be the ability to
separate the FADEC power supply
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(alternator) from the battery and from
the remaining electrical system.
(d) In case of loss of alternator power,
the installation must guarantee that the
battery will provide the power for an
appropriate time after appropriate
warning to the pilot. This period must
be at least 120 minutes.
(e) FADEC, alternator and battery
must be interconnected in an
appropriate way, so that in case of loss
of battery power, the supply to the
FADEC is guaranteed by the alternator.
8. Equipment—General—Powerplant
Instruments (Compliance with § 23.1305
requirements):
In place of compliance with
§ 23.1305, the applicant will comply
with the following:
The following are required
powerplant instruments:
(a) A fuel quantity indicator for each
fuel tank, installed in accordance with
§ 23.1337(b).
(b) An oil pressure indicator.
(c) An oil temperature indicator.
(d) A tachometer indicating propeller
speed.
(e) A coolant temperature indicator.
(f) 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.
(g) Power setting, in percentage.
(h) Fuel temperature.
(i) Fuel flow (engine fuel
consumption).
9. Operating Limitations and
Information—Powerplant limitations—
Fuel grade or designation (Compliance
with § 23.1521(d) requirements):
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.
10. Markings And Placards—
Miscellaneous markings and placards—
Fuel, oil, and coolant filler openings
(Compliance with § 23.1557(c)(1)
requirements):
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Instead of compliance with
§ 23.1557(c)(1)(i), 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.
11. 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.
(1) The takeoff temperature limitation
must be determined by testing or
analysis to define the minimum coldsoaked temperature of the fuel that the
airplane can operate on.
(2) The minimum operating
temperature limitation must be
determined by testing to define the
minimum operating temperature
acceptable after takeoff (with minimum
takeoff temperature established in (1)
above).
12. 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
investigated: 14 CFR part 23, §§ 23.251;
23.613; 23.627; CAR 3.159; 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.
13. Powerplant Installation—One
cylinder inoperative:
It must be shown by test or analysis,
or by a combination of methods, that the
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Federal Register / Vol. 71, No. 114 / Wednesday, June 14, 2006 / Proposed Rules
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.
Data must be provided to the airframe
installer/modifier so either appropriate
design considerations or operating
procedures, or both, can be developed to
prevent airframe and propeller damage.
14. 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 that the engine
construction type (massive or integral
block with non-removable cylinders) is
inherently resistant to liberating high
energy fragments in the event of a
catastrophic engine failure; or,
(2) 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
(3) It must be shown that all possible
liberated engine parts or components do
not have adequate energy to penetrate
engine cowlings; or
(4) 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 is
eliminated. Minimization must be
considered during initial design and not
presented as an analysis after design
completion.
Issued in Kansas City, Missouri on June 7,
2006.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–9242 Filed 6–13–06; 8:45 am]
mstockstill on PROD1PC61 with PROPOSALS
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE245; Notice No. 23–06–03–
SC]
Special Conditions: Aero Propulsion,
Inc., Piper Model PA28–236; 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 Piper Model PA28–
236 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 July 14, 2006.
ADDRESSES: Comments on this proposal
may be mailed in duplicate to: Federal
Aviation Administration, Regional
Counsel, ACE–7, Attention: Rules
Docket, Docket No. CE245, 901 Locust,
Room 506, Kansas City, Missouri 64106,
or delivered in duplicate to the Regional
Counsel at the above address.
Comments must be marked: CE245.
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
VerDate Aug<31>2005
15:16 Jun 13, 2006
Jkt 208001
PO 00000
Frm 00012
Fmt 4702
Sfmt 4702
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
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 CE245.’’ The postcard
will be date stamped and returned to the
commenter.
Background
On August 20, 2003, Aero Propulsion,
Inc., applied for a supplemental type
certificate for Piper Model PA28–236
airplanes with the installation of an
SMA Model SR305–230. The airplane is
powered by a SMA Model SR305–230
ADE, type certificated in the United
States, type certificate number
E00067EN.
Before 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, the
vibration characteristics and failure
modes of diesel engines. These concerns
were identified after review of the
historical record of diesel engine use 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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]]>Agencies
[Federal Register Volume 71, Number 114 (Wednesday, June 14, 2006)]
[Proposed Rules]
[Pages 34288-34292]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9242]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE248; Notice No. 23-06-03-SC]
Special Conditions: Thielert Aircraft Engines GmbH, Piper PA 28-
161 Cadet, Warrior II and Warrior III Series Airplanes; 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 Piper PA 28-
161 Cadet, Warrior II and Warrior III series airplanes. These
airplanes, as modified by Thielert Aircraft Engines GmbH, 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 July 14, 2006.
ADDRESSES: Comments on this proposal may be mailed in duplicate to:
Federal Aviation Administration, Regional Counsel, ACE-7, Attention:
Rules Docket, Docket No. CE248, 901 Locust, Room 506, Kansas City,
Missouri 64106, or delivered in duplicate to the Regional Counsel at
the above address. Comments must be marked: CE248. 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 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 CE248.'' The postcard will be date
stamped and returned to the commenter.
Background
On February 11, 2002, Thielert Aircraft Engines GmbH, of
Lichtenstein, Germany applied for a supplemental type certificate to
install a diesel cycle engine utilizing turbine (jet) fuel in Piper PA
28-161 Cadet, Warrior II and Warrior III series airplanes. The Piper PA
28-161 Cadet, Warrior II and Warrior III series airplanes, currently
approved under Type Certificate No. 2A13, is a four-place, low wing,
fixed tricycle landing gear, conventional planform airplane. The Piper
PA 28-161 Cadet, Warrior II and Warrior III series airplanes to be
modified have gross weights in the range of 2325 to 2440 pounds in the
normal category. The affected series of airplanes have been equipped
with various gasoline reciprocating engines of 160 horsepower.
Expecting industry to reintroduce 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, the vibration
characteristics and failure modes of diesel engines. These concerns
were identified after review of the historical record of diesel engine
use 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
Thielert installation, the Thielert engine type, and the requirements
applied by the Lufthart Bundesamt, and applying the provisions of the
diesel policy, the FAA proposed these fuel system and engine related
special conditions. Other special conditions issued in a separate
notice included 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 Sec. 21.101, Thielert Aircraft Engines
GmbH must show that the Piper PA 28-161 Cadet, Warrior II and Warrior
III series
[[Page 34289]]
airplanes, as changed, continues to meet the applicable provisions of
the regulations incorporated by reference in Type Certificate No. 2A13
or the applicable regulations in effect on the date of application for
the change. The regulations incorporated by reference in the type
certificate are commonly referred to as the ``original type
certification basis.'' The regulations incorporated by reference in
Type Certificate No. 2A13 are as follows:
The certification basis of models Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes is:
Civil Air Regulations (CAR) 3 effective May 15, 1956, including
Amendments 3-1 and 3-2; paragraph 3.387(d) of Amendment 3-4; paragraphs
3.304 and 3.705 of Amendment 3-7, effective May 3, 1962; FAR 23.955 and
23.959 as amended by Amendment 23-7, effective September 14, 1969; FAR
23.1557(c)(1) as amended by Amendment 23-18, effective May 2, 1977; FAR
23.1327 and 23.1547 as amended by Amendment 23-20, effective September
1, 1977; and FAR 36, effective December 1, 1969, through Amendment 36-
4.
Equivalent Safety Items for:
Airspeed Indicator--CAR 3.757
14 CFR part 23, at Amendment level 23-51, applicable to the areas
of change:
14 CFR part 23, Sec. Sec. 23.1; 23.3; 23.21; 23.23; 23.25; 23.29;
23.33; 23.45; 23.49; 23.51; 23.53; 23.63; 23.65; 23.69; 23.71; 23.73;
23.77; 23.141; 23.143; 23.145; 23.151; 23.153; 23.155; 23.171; 23.173;
23.175; 23.177; 23.201; 23.221; 23.231; 23.251; 23.301; 23.303; 23.305;
23.307; 23.321; 23.335; 23.337; 23.341; 23.343; 23.361; 23.361(b)(1);
23.361(c)(3); 23.363; 23.371; 23.572; 23.573; 23.574; 23.601; 23.603;
23.605; 23.607; 23.609; 23.611; 23.613; 23.619; 23.621; 23.623; 23.625;
23.627; CAR 3.159; 23.773; 23.777; 23.777(d); 23.779; 23.779(b);
23.781; 23.831; 23.863; 23.865; 23.867; 23.901; 23.901(d)(1); 23.903;
23.905; 23.907; 23.909; 23.925; 23.929; 23.939; 23.943; 23.951;
23.951(c); 23.954; 23.955; 23.959; 23.961; 23.963; 23.965; 23.967;
23.969; 23.971; 23.973; 23.973(f); 23.975; 23.977; 23.977(a)(2) in
place of 23.977(a)(1); 23.991; 23.993; 23.994; 23.995; 23.997; 23.999;
23.1011; 23.1013; 23.1015; 23.1017; 23.1019; 23.1021; 23.1023; 23.1041;
23.1043; 23.1047; 23.1061; 23.1063; 23.1091; 23.1093; 23.1103; 23.1107;
23.1121; 23.1123; 23.1141; 23.1143; 23.1145; 23.1163; 23.1165; 23.1181;
23.1182; 23.1183; 23.1191; 23.1193; 23.1301; 23.1305; 23.1305(c)(8);
23.1309; 23.1311; 23.1321; 23.1322; 23.1327; 23.1331; 23.1337; 23.1351;
23.1353; 23.1357; 23.1359; 23.1361; 23.1365; 23.1367; 23.1381; 23.1431;
23.1461; 23.1501; 23.1519; 23.1521; 23.1521(d); 23.1527; 23.1529;
23.1541; 23.1543; 23.1549; 23.1551; 23.1555; 23.1557;
23.1557(c)(1)(ii), in place of Sec. Sec. 23.1557(c)(i); 23.1567;
23.1581; 23.1583; 23.1585; 23.1587 and 23.1589.
Equivalent levels of safety for:
Cockpit controls--23.777(d)
Motion and effect of cockpit controls--23.779(b)
Liquid Cooling--Installation--23.1061
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 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.
In addition to the applicable airworthiness regulations and special
conditions, the Piper PA 28-161 Cadet, Warrior II and Warrior III
series airplanes must comply with the 14 CFR part 21, Sec. 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. 21.101.
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 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. 21.101.
Novel or Unusual Design Features
The Piper PA 28-161 Cadet, Warrior II and Warrior III series
airplanes will incorporate the following novel or unusual design
features:
The Piper PA 28-161 Cadet, Warrior II and Warrior III series
airplanes, as modified by Thielert Aircraft Engines GmbH, will
incorporate an aircraft diesel engine utilizing turbine (jet) fuel.
Applicability
As discussed above, these special conditions are applicable to the
Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes.
Should Thielert Aircraft Engines GmbH apply at a later date for a
supplemental type certificate to modify any other model included on
Type Certificate No. 2A13 to incorporate the same novel or unusual
design feature, 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 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.
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.
Discussion
The major concerns identified in developing FAA policy deal with
installing the diesel engine and its vibration levels under normal
operating conditions and with one cylinder inoperative, accommodating
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
Thielert modification 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
[[Page 34290]]
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, if a catastrophic engine
failure occurs, 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 substantiated by flight-testing
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 imposed is to consider the
possibility of fuel freezing.
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)(ii) will not apply.
``Turbine engine'' is interpreted to mean ``aircraft diesel engine''
for this requirement.
FADEC and Electrical System Requirements: The electrical system
must comply with the following:
In case of failure of one power supply of the electrical
system, there will be no significant engine power change. The
electrical power supply to the FADEC must remain stable in such a
failure.
The transition from the actual engine electrical network
(FADEC network) to the remaining electrical system with the consumer's,
avionics, communication, etcetera, should be made by a single point
only. If several transitions (e.g., for redundancy reasons) are needed,
then the number of the transitions must be kept as small as possible.
There must be the ability to separate the FADEC power
supply (alternator) from the battery and from the remaining electrical
system.
In case of loss of alternator power, the installation must
guarantee that the battery will provide the power for an appropriate
time after appropriate warning to the pilot.
FADEC, alternator, and battery must be interconnected in
an appropriate way, so that in case of loss of battery power, the
supply to the FADEC is guaranteed by the alternator.
Limitations and Indications: Section 23.1305, paragraphs (a) and
(b)(2), will apply, except that propeller revolutions per minute (RPM)
will be displayed. Sections 23.1305, paragraphs (b)(4) and (b)(5), are
deleted.
Additional critical engine parameters for this installation that
will be displayed include the following:
(1) Power setting, in percentage, and
(2) 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 Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes
modified by Thielert Aircraft Engines GmbH.
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 to be considered under paragraph 14 CFR
part 23, Sec. 23.361(a) must be obtained by multiplying the mean
torque by a factor of four for diesel cycle engines.
(1) If a factor of less than four is utilized, it must be shown
that the limit torque imposed on the engine mount is consistent with
the provisions of Sec. 23.361(c), that is, it must be shown that the
utilization of the factors listed in Sec. 23.361(c)(3) will result in
limit torques being imposed on the mount that are equivalent or less
than those imposed by a conventional gasoline reciprocating engine.
2. 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.
3. 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.
4. 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,
[[Page 34291]]
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.
5. 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.
6. Powerplant--Fuel system--Fuel tank outlet (Compliance with Sec.
23.977 requirements):
In place of compliance with Sec. 23.977(a)(1) the applicant will
comply with Sec. 23.977(a)(2), except ``diesel'' replaces ``turbine.''
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.
7. Powerplant--Powerplant Controls and Accessories--Engine ignition
systems (Compliance with Sec. 23.1165 requirements):
Considering that the FADEC provides the same function as an
ignition system for this diesel engine, in place of compliance to Sec.
23.1165, the applicant will comply with the following:
The electrical system must comply with the following requirements:
(a) In case of failure of one power supply of the electrical
system, there will be no significant engine power change. The
electrical power supply to the FADEC must remain stable in such a
failure.
(b) The transition from the actual engine electrical network (FADEC
network) to the remaining electrical system should be made at a single
point only. If several transitions (for example, redundancy reasons)
are needed, then the number of the transitions must be kept as small as
possible.
(c) There must be the ability to separate the FADEC power supply
(alternator) from the battery and from the remaining electrical system.
(d) In case of loss of alternator power, the installation must
guarantee that the battery will provide the power for an appropriate
time after appropriate warning to the pilot. This period must be at
least 120 minutes.
(e) FADEC, alternator and battery must be interconnected in an
appropriate way, so that in case of loss of battery power, the supply
to the FADEC is guaranteed by the alternator.
8. Equipment--General--Powerplant Instruments (Compliance with
Sec. 23.1305 requirements):
In place of compliance with Sec. 23.1305, the applicant will
comply with the following:
The following are required powerplant instruments:
(a) A fuel quantity indicator for each fuel tank, installed in
accordance with Sec. 23.1337(b).
(b) An oil pressure indicator.
(c) An oil temperature indicator.
(d) A tachometer indicating propeller speed.
(e) A coolant temperature indicator.
(f) 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.
(g) Power setting, in percentage.
(h) Fuel temperature.
(i) Fuel flow (engine fuel consumption).
9. Operating Limitations and Information--Powerplant limitations--
Fuel grade or designation (Compliance with Sec. 23.1521(d)
requirements):
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.
10. 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)(i), 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.
11. 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.
(1) The takeoff temperature limitation must be determined by
testing or analysis to define the minimum cold-soaked temperature of
the fuel that the airplane can operate on.
(2) The minimum operating temperature limitation must be determined
by testing to define the minimum operating temperature acceptable after
takeoff (with minimum takeoff temperature established in (1) above).
12. 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 investigated: 14 CFR part 23, Sec. Sec.
23.251; 23.613; 23.627; CAR 3.159; 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.
13. Powerplant Installation--One cylinder inoperative:
It must be shown by test or analysis, or by a combination of
methods, that the
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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. Data must be provided to the
airframe installer/modifier so either appropriate design considerations
or operating procedures, or both, can be developed to prevent airframe
and propeller damage.
14. 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 that the engine construction type (massive or
integral block with non-removable cylinders) is inherently resistant to
liberating high energy fragments in the event of a catastrophic engine
failure; or,
(2) 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
(3) It must be shown that all possible liberated engine parts or
components do not have adequate energy to penetrate engine cowlings; or
(4) 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 is eliminated. Minimization must be considered during
initial design and not presented as an analysis after design
completion.
Issued in Kansas City, Missouri on June 7, 2006.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9242 Filed 6-13-06; 8:45 am]
BILLING CODE 4910-13-P
