Special Conditions; Thielert Aircraft Engines (TAE) GmbH, Piper PA 28-161 Cadet, Warrior II and Warrior III Series Airplanes; Diesel Cycle Engine Using Turbine (Jet) Fuel, 42251-42254 [E6-11878]
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Federal Register / Vol. 71, No. 143 / Wednesday, July 26, 2006 / Rules and Regulations
The Treasury and General Government
Appropriations Act, 1999—Assessment
of Federal Regulations and Policies on
Families
The NCUA has determined that this
rule will not affect family well-being
within the meaning of the Treasury and
General Government Appropriations
Act, 1999, Public Law 105–277, 112
Stat. 2681 (1998).
Small Business Regulatory Enforcement
Fairness Act
The Small Business Regulatory
Enforcement Fairness Act of 1996, Pub.
L. 104–121, (SBREFA) provides
generally for congressional review of
agency rules. A reporting requirement is
triggered in instances where NCUA
issues a final rule as defined by Section
551 of the APA. 5 U.S.C. 551. The Office
of Information and Regulatory Affairs,
an office within OMB, has determined
that, for purposes of SBREFA, this is not
a major rule. As required by SBREFA,
NCUA will file the appropriate reports
with Congress and the General
Accounting Office so that the rule may
be reviewed.
List of Subjects in 12 CFR Part 701
Credit, Credit unions, Loan interest
rates.
By the National Credit Union
Administration Board on July 20, 2006.
Mary F. Rupp,
Secretary of the Board.
For the reasons set forth in the
preamble, the Board amends 12 CFR
part 701 as set forth below:
I
percent per year on the unpaid balance
inclusive of all finance charges. Federal
credit unions may use variable rates of
interest but only if the effective rate over
the term of a loan or line of credit does
not exceed the maximum permissible
rate.
(ii) Temporary rates. (A) At least
every 18 months, the Board will
determine if federal credit unions may
extend credit to members at an interest
rate exceeding 15 percent. After
consultation with appropriate
congressional committees, the
Department of Treasury, and other
federal financial institution regulatory
agencies, the Board may establish a rate
exceeding the 15 percent per year rate,
if it determines money market interest
rates have risen over the preceding sixmonth period and prevailing interest
rate levels threaten the safety and
soundness of individual federal credit
unions as evidenced by adverse trends
in liquidity, capital, earnings, and
growth.
(B) When the Board establishes a
higher maximum rate, the Board will
provide notice to federal credit unions
of the adjusted rate by issuing a Letter
to Federal Credit Unions, as well as
providing information in other NCUA
publications and in a statement for the
press.
(C) Federal credit unions may
continue to charge rates exceeding the
established maximum rate only on
existing loans or lines of credit made
before the effective date of any lowering
of the maximum rate.
*
*
*
*
*
PART 701—ORGANIZATION AND
OPERATION OF FEDERAL CREDIT
UNIONS
[FR Doc. E6–11907 Filed 7–25–06; 8:45 am]
1. The authority citation for part 701
is revised to read:
DEPARTMENT OF TRANSPORTATION
Authority: 12 U.S.C. 1752(5), 1755, 1756,
1757, 1759, 1761a, 1761b, 1766, 1767, 1784,
1787, 1789. Section 701.6 is also authorized
by 15 U.S.C. 3717. Section 701.21 is also
authorized by 5 U.S.C. 552. Section 701.31 is
also authorized by 12 U.S.C. 1601 et seq.; 42
U.S.C. 1981 and 3601–3610. Section 701.35
is also authorized by 42 U.S.C. 4311–4312.
Federal Aviation Administration
BILLING CODE 7535–01–P
I
14 CFR Part 23
[Docket No. CE248, Special Conditions No.
23–188–SC]
I
Special Conditions; Thielert Aircraft
Engines (TAE) GmbH, Piper PA 28–161
Cadet, Warrior II and Warrior III Series
Airplanes; Diesel Cycle Engine Using
Turbine (Jet) Fuel
§ 701.21 Loans to members and lines of
credit to members.
AGENCY:
2. Amend § 701.21 by revising
paragraphs (c)(7)(i) and (ii) to read as
follows:
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*
*
*
*
*
(c) * * *
(7) * * *
(i) General. Except when the Board
establishes a higher maximum rate,
federal credit unions may not extend
credit to members at rates exceeding 15
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Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
SUMMARY: These special conditions are
issued for the Piper PA 28–161 Cadet,
Warrior II and Warrior III series
airplanes, with the installation of a
Thielert Aircraft Engines (TAE) Model
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42251
TAE 125–1 aircraft diesel engine (ADE).
These airplanes 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 special
conditions contain the additional safety
standards that the Administrator
considers necessary to establish a level
of safety equivalent to that established
by the existing airworthiness standards.
DATES: Effective Date: July 19, 2006.
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:
Background
On February 11, 2002, TAE 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 2,325 to 2,440
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
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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 TAE installation, the
TAE 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, TAE
GmbH must show that the Piper PA 28–
161 Cadet, Warrior II and Warrior III
series airplanes, as changed, continue 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;
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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
§§ 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, with the
installation of a TAE 125–1 ADE,
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, with the installation of a TAE
125–1 ADE, must comply with the 14
CFR part 21, § 21.115 noise certification
requirements of 14 CFR part 36.
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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:
Piper PA 28–161 Cadet, Warrior II and
Warrior III series airplanes, with the
installation of a TAE 125–1 ADE, will
incorporate an aircraft diesel engine
utilizing turbine (jet) fuel.
Discussion of Comments
A notice of proposed special
conditions No. 23–06–04–SC for the
Piper PA 28–161 Cadet, Warrior II and
Warrior III series airplanes, with the
installation of a TAE 125–1 ADE, was
published on June 14, 2006 (71 FR
34288). No comments were received,
and the special conditions are adopted
as proposed.
Applicability
As discussed above, these special
conditions are applicable to the Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes, with the
installation of a TAE 125–1 ADE.
Should TAE 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 the Piper
PA 28–161 Cadet, Warrior II and
Warrior III series airplanes, with the
installation of a TAE 125–1 ADE. 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.
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Citation
The authority citation for these
special conditions is as follows:
I
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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 type certification
basis for the Piper PA 28–161 Cadet,
Warrior II and Warrior III series
airplanes, with the installation of a TAE
125–1 ADE.
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
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
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(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,
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.
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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
(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.
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(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):
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
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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
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
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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 July 19,
2006.
John R. Colomy,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–11878 Filed 7–25–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2004–18850; Directorate
Identifier 2004–SW–19–AD; Amendment 39–
14694; AD 2004–16–15 R1]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
France Model AS–365N2, AS 365 N3,
EC 155B, EC155B1, SA–365N, N1, and
SA–366G1 Helicopters
Federal Aviation
Administration, DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This amendment revises an
existing airworthiness directive (AD) for
Eurocopter France (Eurocopter) Model
AS–365N2, AS 365 N3, EC 155B,
EC155B1, SA–365N, N1, and SA–366G1
helicopters that currently requires
inspecting the main gearbox (MGB) base
plate for a crack and replacing the MGB
if a crack is found. This amendment
increases the time intervals for
inspecting the MGB base plate and
includes minor editorial changes
throughout the AD. This amendment is
prompted by crack growth tests that
indicate that the inspection intervals
can be increased without affecting
safety. The actions specified by this AD
are intended to detect a crack in an
MGB base plate and prevent failure of
one of the MGB attachment points to the
frame, which could result in severe
vibration and subsequent loss of control
of the helicopter.
E:\FR\FM\26JYR1.SGM
26JYR1
]]>Agencies
[Federal Register Volume 71, Number 143 (Wednesday, July 26, 2006)]
[Rules and Regulations]
[Pages 42251-42254]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-11878]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 23
[Docket No. CE248, Special Conditions No. 23-188-SC]
Special Conditions; Thielert Aircraft Engines (TAE) 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: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for the Piper PA 28-161
Cadet, Warrior II and Warrior III series airplanes, with the
installation of a Thielert Aircraft Engines (TAE) Model TAE 125-1
aircraft diesel engine (ADE). These airplanes 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 special conditions
contain the additional safety standards that the Administrator
considers necessary to establish a level of safety equivalent to that
established by the existing airworthiness standards.
DATES: Effective Date: July 19, 2006.
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:
Background
On February 11, 2002, TAE 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 2,325 to 2,440 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
[[Page 42252]]
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 TAE installation, the TAE 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, TAE GmbH must show that the
Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes, as
changed, continue 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, with the installation of a TAE 125-1 ADE, 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, with the installation of a TAE 125-1 ADE, 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 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:
Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes,
with the installation of a TAE 125-1 ADE, will incorporate an aircraft
diesel engine utilizing turbine (jet) fuel.
Discussion of Comments
A notice of proposed special conditions No. 23-06-04-SC for the
Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes,
with the installation of a TAE 125-1 ADE, was published on June 14,
2006 (71 FR 34288). No comments were received, and the special
conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Piper PA 28-161 Cadet, Warrior II and Warrior III series airplanes,
with the installation of a TAE 125-1 ADE. Should TAE 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 the Piper PA 28-161 Cadet, Warrior II and Warrior III series
airplanes, with the installation of a TAE 125-1 ADE. 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.
[[Page 42253]]
Citation
0
The authority citation for these special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.101; and 14 CFR 11.38 and 11.19.
The Special Conditions
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for the Piper PA 28-161 Cadet, Warrior II
and Warrior III series airplanes, with the installation of a TAE 125-1
ADE.
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, 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.
[[Page 42254]]
(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 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 July 19, 2006.
John R. Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-11878 Filed 7-25-06; 8:45 am]
BILLING CODE 4910-13-P
