Special Conditions: Aero Propulsion, Inc., Piper Model PA28-236; Installation of Societe de Motorisation Aeronautiques (SMA) Model SR305-230 Aircraft Diesel Engine (ADE) for Full Authority Digital Engine Control (FADEC) System and the Protection of the System From the Effects of High Intensity Radiated Fields (HIRF), 34787-34789 [E6-9410]
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34787
Rules and Regulations
Federal Register
Vol. 71, No. 116
Friday, June 16, 2006
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE250; Special Conditions No.
23–190–SC]
Special Conditions: Aero Propulsion,
Inc., Piper Model PA28–236;
Installation of Societe de Motorisation
Aeronautiques (SMA) Model SR305–
230 Aircraft Diesel Engine (ADE) 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.
AGENCY:
These final special conditions
are issued to Aero Propulsion, Inc., for
Piper Model PA28–236 airplanes with a
Societe de Motorisation Aeronautiques
(SMA) Model SR305–230 ADE. 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 9, 2006.
Comments must be received on or
before July 17, 2006.
ADDRESSES: Comments on these special
conditions may be mailed in duplicate
to: Federal Aviation Administration
(FAA), Regional Counsel, ACE–7,
jlentini on PROD1PC65 with RULES
SUMMARY:
VerDate Aug<31>2005
16:11 Jun 15, 2006
Jkt 208001
Attention: Rules Docket, Docket No.
CE250, 901 Locust Street, Room 506,
Kansas City, Missouri 64106, or
delivered in duplicate to the Regional
Counsel at the above address.
Comments must be marked: Docket No.
CE250. 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 Street, 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. CE250.’’ The postcard will
be date stamped and returned to the
commenter.
PO 00000
Frm 00001
Fmt 4700
Sfmt 4700
Background
On August 20, 2003, Aero Propulsion,
Inc., applied for a Supplemental Type
Certification of Piper Model PA28–236
airplanes with the installation of an
SMA Model SR305–230 engine. The
airplane is powered by an SMA Model
SR305–230 engine 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, Aero Propulsion, Inc., must
show that the Piper Model PA28–236
airplanes, as changed, continue to meet
the applicable provisions of the
regulations incorporated by reference in
the original type certification basis of
the Piper Model PA28–236 airplanes, as
listed on Type Certificate No. 2A13 or
the applicable regulations in effect on
the date of application for the change;
exemptions, if any; and the special
conditions adopted by this rulemaking
action. The regulations incorporated by
reference in the type certificate are
commonly referred to as the ‘‘original
type certification basis.’’ The Model
PA28–236 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 Model PA28–236
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
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 Aero Propulsion, Inc., modified
Piper Model PA28–236 airplanes will
incorporate a novel or unusual design
E:\FR\FM\16JNR1.SGM
16JNR1
jlentini on PROD1PC65 with RULES
34788
Federal Register / Vol. 71, No. 116 / Friday, June 16, 2006 / Rules and Regulations
feature, an engine that includes an
electronic control system with 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
HIRF protection for electrical and
electronic equipment. Since the
electronic engine control system used
on the Aero Propulsion, Inc., modified
Piper Model PA28–236 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
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
VerDate Aug<31>2005
16:11 Jun 15, 2006
Jkt 208001
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 Aero Propulsion, Inc.,
modified Piper Model PA28–236
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 Aero
Propulsion, Inc., modified Piper Model
PA28–236 airplanes. Should Aero
Propulsion, Inc., 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
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 Aero
Propulsion, Inc., modified Piper Model
PA28–236 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, as the
certification date for the Piper Model
PA28–236 is imminent, 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:
I
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
I 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 Aero Propulsion,
Inc., modified Piper Model PA28–236
airplanes.
PO 00000
Frm 00002
Fmt 4700
Sfmt 4700
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 .....
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
50
50
50
100
50
50
50
50
50
100
50
50
100
100
100
100
700
700
2000
3000
3000
1000
3000
2000
600
50
100
200
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
E:\FR\FM\16JNR1.SGM
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Federal Register / Vol. 71, No. 116 / Friday, June 16, 2006 / Rules and Regulations
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.
The effective date of these
special conditions is June 9, 2006.
Comments must be received on or
before July 17, 2006.
DATES:
Comments may be mailed
in duplicate to: Federal Aviation
Administration, Regional Counsel,
ACE–7, Attention: Rules Docket Clerk,
Docket No. CE252, Room 506, 901
Locust Street, Kansas City, Missouri
64106. All comments must be marked:
Docket No. CE252. Comments may be
inspected in the Rules Docket
weekdays, except Federal holidays,
between 7:30 a.m. and 4 p.m.
ADDRESSES:
FOR FURTHER INFORMATION CONTACT:
Peter L. Rouse, Aerospace Engineer,
Standards Office (ACE–111), Small
Airplane Directorate, Aircraft
Certification Service, Federal Aviation
Administration, Room 301, 901 Locust
Street, Kansas City, Missouri 64106;
telephone (816) 329–4135, fax 816–329–
4090.
14 CFR Part 23
The FAA
has determined that notice and
opportunity for prior public comment
hereon are impracticable because these
procedures would significantly delay
issuance of the approval design 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.
[Docket No. CE252, Special Conditions No.
23–192–SC]
Comments Invited
Issued in Kansas City, Missouri on June 9,
2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–9410 Filed 6–15–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
Special Conditions; Cessna Aircraft
Company Model 510 Airplane; Full
Authority Digital Engine Control
(FADEC) System
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions; request
for comments.
jlentini on PROD1PC65 with RULES
AGENCY:
SUMMARY: These special conditions are
issued for the Cessna Aircraft Company,
Model 510 airplane. This airplane will
have a novel or unusual design
feature(s) associated with the use of an
electronic engine control system instead
of a traditional 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.
VerDate Aug<31>2005
16:11 Jun 15, 2006
Jkt 208001
SUPPLEMENTARY INFORMATION:
Interested persons are invited to
submit 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 specified above 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. CE252.’’ The postcard will
PO 00000
Frm 00003
Fmt 4700
Sfmt 4700
34789
be date stamped and returned to the
commenter.
Background
On January 28, 2004, Cessna Aircraft
Company; One Cessna Boulevard; Post
Office Box 7704; Wichita, KS 67277,
applied to the FAA for a new Type
Certificate for the Cessna Model 510
Mustang. The Cessna 510 will be
approved under TC No. A24CE. The
Model 510 is an all new, high
performance, low-wing, aft fuselage
mounted twin turbofan engine powered
aircraft in the Normal Category
including flight into known icing
conditions and single pilot operations.
The Model 510 is to use existing Cessna
Citation construction materials and
methods. The design criteria includes:
8,480 pounds maximum ramp weight,
8,395 pounds maximum takeoff weight,
250 KCAS/0.63 Mach VMO/MMO, and
a 41,000 foot maximum altitude. The
Model 510 airplane design includes
digital electronic engine control
systems, which were not envisaged and
are not adequately addressed in 14 CFR
part 23. The applicable existing
regulations do not address electronic
control systems since those were not
envisioned at the time. Even though the
engine 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 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. 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 not
feasible 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.
Type Certification Basis
Under the provisions of 14 CFR part
21, § 21.17, Cessna Aircraft Company
must show that the applicant meets the
applicable provisions of 14 CFR part 23,
effective February 1, 1965, as amended
by Amendment 23–1 through
Amendment 23–54, effective September
14, 2000; 14 CFR part 36, effective
E:\FR\FM\16JNR1.SGM
16JNR1
]]>Agencies
[Federal Register Volume 71, Number 116 (Friday, June 16, 2006)]
[Rules and Regulations]
[Pages 34787-34789]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-9410]
========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by the Superintendent of Documents.
Prices of new books are listed in the first FEDERAL REGISTER issue of each
week.
========================================================================
Federal Register / Vol. 71, No. 116 / Friday, June 16, 2006 / Rules
and Regulations
[[Page 34787]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE250; Special Conditions No. 23-190-SC]
Special Conditions: Aero Propulsion, Inc., Piper Model PA28-236;
Installation of Societe de Motorisation Aeronautiques (SMA) Model
SR305-230 Aircraft Diesel Engine (ADE) 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 final special conditions are issued to Aero Propulsion,
Inc., for Piper Model PA28-236 airplanes with a Societe de Motorisation
Aeronautiques (SMA) Model SR305-230 ADE. 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 9, 2006.
Comments must be received on or before July 17, 2006.
ADDRESSES: Comments on these special conditions may be mailed in
duplicate to: Federal Aviation Administration (FAA), Regional Counsel,
ACE-7, Attention: Rules Docket, Docket No. CE250, 901 Locust Street,
Room 506, Kansas City, Missouri 64106, or delivered in duplicate to the
Regional Counsel at the above address. Comments must be marked: Docket
No. CE250. 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 Street, 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. CE250.'' The postcard will be date stamped and
returned to the commenter.
Background
On August 20, 2003, Aero Propulsion, Inc., applied for a
Supplemental Type Certification of Piper Model PA28-236 airplanes with
the installation of an SMA Model SR305-230 engine. The airplane is
powered by an SMA Model SR305-230 engine 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, Aero
Propulsion, Inc., must show that the Piper Model PA28-236 airplanes, as
changed, continue to meet the applicable provisions of the regulations
incorporated by reference in the original type certification basis of
the Piper Model PA28-236 airplanes, as listed on Type Certificate No.
2A13 or the applicable regulations in effect on the date of application
for the change; exemptions, if any; and the special conditions adopted
by this rulemaking action. The regulations incorporated by reference in
the type certificate are commonly referred to as the ``original type
certification basis.'' The Model PA28-236 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 Model PA28-236 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 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 Aero Propulsion, Inc., modified Piper Model PA28-236 airplanes
will incorporate a novel or unusual design
[[Page 34788]]
feature, an engine that includes an electronic control system with
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 HIRF protection for electrical and electronic
equipment. Since the electronic engine control system used on the Aero
Propulsion, Inc., modified Piper Model PA28-236 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 Aero Propulsion,
Inc., modified Piper Model PA28-236 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
Aero Propulsion, Inc., modified Piper Model PA28-236 airplanes. Should
Aero Propulsion, Inc., 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 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 Aero Propulsion, Inc., modified Piper Model PA28-236 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, as the certification date for the Piper
Model PA28-236 is imminent, 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
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR Sec. Sec.
21.16 and 21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
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 Aero Propulsion, Inc.,
modified Piper Model PA28-236 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
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
[[Page 34789]]
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 9, 2006.
James E. Jackson,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-9410 Filed 6-15-06; 8:45 am]
BILLING CODE 4910-13-P
